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§1 Scientific Library |. 





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In which is incorporated "THE WHEEL" (New York) and the "AMERICAN CYCLIST" (Hartford) 

Vol. XLI. 
No. 24 

New York, N. Y., U. S. A., Thursday, September 13, J 900. 

$2.00 a Year. 
10 Cents a Copy. 



The Agency for 


is in Demand* 

We have already received application for territory from several dealers anxious to sell the Iver 
Johnson wheel. In 190 1 the line will be more complete than ever. You cannot afford to let your 
competitor sell our wheels next season. Write now Send for catalogue. 



New York, 99 Chambers Street. 

Boston, 165 Washington Street. 

Worcester, 364 Main Street. 

/bo,; I 



The H. fl. mflTTHEWS H1FG. CO 

Seymour Conn.* JU.S.A.L 


Sheet Steel Bicycle Fittings] 

Stove Trimmings, Specialties 
iin Steel, Brass Etc. 



Their Patrons Say 

ot the Goods : 

The H. A. Matthews Mfg. Co. 

Seymour, Conn. 
Gentlemen: — 

We have used your various 
stampings and. devices in our 
bicycle construction for several 
years and have always found them 
very satisfactory, made so by the 
following conditions: Always 
true to size, perfectly tempered, 
and uniform in their construc- 
tion, one part being a duplicate 
of all the rest. We know of no 
one that is more accurate in this 
kind of work and we question a 
great deal if there is any one 
that equals it. 

During our career as bicyclg 
manufacturers we have used 
products of various factories and 
none of them nave given us such 
universal satisfaction as have 

yours . 

Yours very truly, 


President Buffalo Cycle Mfg. Co. 

♦ 'U*>'<dc9*,^+> , ik*,-<sk+>'ik+>'^*i'i 



«*» FOR «*«■ 




You need something to 
help pay your rent for the 
next few months. 

Why not sell 



The machine is similar to the 
ordinary elastic exerciser which has 
been so widely used, except that it 
is mounted on a highly finished 
oak panel, and the cords which 
run over the pulleys are conductors 
through which the current is trans- 
mitted from the battery and induc- 
tion coil to the electrode handles. 
The current can be passed from 
either hand through the body, to 
the other hand, or by means of the 
foot plate through the, body to the 
feet, or vice versa. The current 
can be regulated by simply 
touching a slide, from so mild 
as to be just perceptible, to a 
strength sufficient for the strong- 
est man. 

All physicians now agree that 
electricity is a most useful agent in 
treating almost every form of dis- 
ease, and the FORTIS EXERCISER 
will produce the same benefits as 
medical batteries at a fraction of 
their cost. This exerciser will be 
found of incalculable benefit to 
nervous and sedentary persons, as 
a stimulant that produces vigorous 
and refreshing muscular contrac- 
tion without subsequent exhaus- 
tion. For Headache, Nervous 
Weakness and Exhaustion, In- 
somnia, Rheumatism, Neuralgia, 

and the many other complaints for 
which electricity is recommended 
by the physicians, its effect is al- 
most MAGICAL. 

The machinery is perfectly 
constructed, handsomely finished, 
and will wear indefinitely. The 
life of the battery is about sir 
months and it can be replaced for 
25 cents. 

Send for Descriptive Booklet. Prices Upon Application. 







♦<^^.^^ ( *^.^'.^.^^.^-'^. l *^. ! *^.'^.-^' i yr*i''kV»5 - 'yr»b'-yr»5'^r»5'^r» l S , fer»5* 






The Sanger Handle Bars for 1901. 



They'll all be as good 
as this one. 

You all know it— the 
time-tried Sanger Adjust- 

And the Prices will be 
Right, too. 

«^5 «^5 «^5 «^5 

Write for them. 





THE HUSSEY forward 
DETACHABLE extension 


FOUR POINTS for the flanufacturer and Jobber to consider before buying next year's supply : 

U Capable of giving 45 different positions, with no change in width. 2. These positions will suit the demands of every rider from the beginner to the racer. 
3. Absolute perfection mechanically and great strength. 4. Beauty, Gracefulness and Lightness. 

Electrotypes now ready for catalogues. Send for printed matter and full particulars. DON'T DO ANYTHING 'TILL YOU SEE HUSSEY." 

Address THE SNELL CYCLE FITTINGS CO., = = Toledo, Ohio. 


♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ ♦♦♦ 
♦ ♦ 






Oilers, Repair Tools, 
Valves, Name=plates, etc. 



j S pelter Solder j 

x ■ ♦ 

Sheet Brass, 
Brass Wire and Rods. 



Factories: Waterbury, Conn. 
Depots: 210 Lake St., Chicago. 

423 Broome St., New York. 



<^, FOR <^ 

Bicycles, Vehicles and Launches 



^> ALSO 

Complete Sets ot Castings and Working! Drawings 


Box 292 LOWELL, MASS. 


in High Grade Bicycles 
will need 

Cushion Frame 

IN 1 90I. 

Ask Your Manufacturer for them. 

HYGIENIC WHEEL CO., 220 Broadway, N. Y. 

Owners of Cushion Frame Patents. 

$4— Canfield Coaster Brake 

Greatest improvement 
since the pneumatic tire. 
Insures safe coasting. 
Saves labor. Screws on 
the hub in place of the 
regular sprocket. It is 
the simplest, neatest, 
strongest and most effici- 
ent. Best inside ; best 
outside. Fits any hub 
Anyone can apply it. 
Booklet free. Address 


Corning, N. Y., U. S. A. 



wheels must have the 
best equipments. 

There is nothing that gives more value for 
the monev than the use of the 



The only chain having Frictionless 
Rocker Joints. Insist on having the 
Morse Twin Roller. Fits regular 


Send for Catalogue and 
Trade Price to 

Morse Chain Co., Trumansburg;, n. y. 


PEADQ For "Chainless 
UCHnO Bicycles."-^- 

Experts, rianufacturers and Riders 
concede their incomparable superiority. 
THEY MUST, because they are the only 
gears that have all imperfections from 
hardening eliminated. 

The working faces of teeth are CUT 
absolutely true with locating points, after 
gears have have been hardened. 

L & F Gears- are on the highest grade 
"Bevel Gear Chainless," for the season 
of 1900, made by following concerns : 

The Geo. N. Pierce Co. 

The Warwick Cycle Co. 

The Grand Rapids Cycle Co. 

E. C. Stearns & Co. 

The Sterling Cycle Works. 

The Barnes Cycle Co. 
And they are NOT on ANY OTHER 
word to the wise is sufficient. Circulars 
explain fully. Ask for them. 

LELAND & FAULCONER MFG. CO., Detroit, Mich. 

^^^— M— UMi l W 1 II 1 MIII ■■ I I IIIM fcl Mlll ll ■■■■■» ■!— II J B^a 

Sheet Steel Bicycle Parts. 

All Kinds of Metal 


Formerly Crosby & Mayer Co. 


No wheel is complete without 
one of our Gasolene Motors. He 
up to date. 

Build a 

Prices and particulars upon ap- 

Fleming Manufacturing Co. 

90-92 Pearl Street 


The Melvin 
and Brake. 

Thoroughly re- 
liable, having been 

tested for two sea- 

B3F* Write for 

catalogue and 

F. M. SMITH & BRO, • St. Paul, Minn. 

Our fee returned if we 
fail. Particulars and 
our book " How to Se- 
cure a Patent" sent free. 
Patents secured through 
us are advertised for sals 
at our expense. Send 
VV sketch and description 
^ °^ y° ur invention and 
we will tell you free 
whether or not it is pat- 

Registered Attorneys, 

906 F Street, Northwest, 

Many have made fortunes from simple invention* 



This is the only fluid that can be legally used in pneumatic 
tires. Suits now pending, 

Buffalo, N. Y. 



Patented October 10, 1899. 


Milwaukee, Wis. 

Enameling and Nickeling Co. 

and VULCANIZING for the trade. 

Carriage Tires 

Our Specialty, 


The Bicycling World 


x- <<•> 

In which is incorporated " The Wheel and Cycling Trade Review " and the American Cyclist/ 


Volume XLI 

New York, U. S. A., September 13, 1900. 

No. 24 


Paris Exposition Awards Handed out with 
an Over=Free Hand. 

Honors were apparently easy at the Paris 
Exposition. As far as the cycle industry is 
concerned, practically all of the exhibits re- 
ceived an award of some sort. Several 
Frenchmen were also specially "decorated" 
by being made members of the Legion of 
Honor. The awards in detail follow: 

Officers of the Legion of Honor— M. Pierre 
Giffard, publisher of "Le Velo and "Le Petit 
Journal," vice-president of the cycle section 
of the exhibition, and M. Eugene Jules Gas- 
ton Peugeot, a member of the jury. 

Knights of the Legion of Honor— M. Victor 
Pierre Besse, cycle manufacturer; M. On- 
fray, of the Compagnie Frangaise des Cycles, 
and M. Eodriquez Ely, manufacturer of cycle 
lamps and accessories. 

Hors Concours — The following cycle and 
accessory firms are distinguished in this 
class: MM. Besse et Hamond, Boyer, Noe et 
Cie, A. Clement et Cie, Compagnie Frangaise 
des Cycles et Automobiles, Les Fils de Peu- 
geot Freres, Roxendorf (Sweden), Societe des 
Cycles Gladiator, Societe Nationale de la Bi- 
cyclette "La Pliante," Compagnie des Auto- 
mobiles et des Cycles Hurtu, Compagnie 
Dunlop, Falconnet, Perrodeaud et Cie, So- 
ciete Anonyme "La Gallia," and Torrilhon et 

Grand Prizes— The Columbia factory of 
America, Fabrique de Velocipedes "Wan- 
derer" of Germany, and the Fabrique Na- 
tionale d'Armes re Guerre of Belgium for 
cycles, and MM. Michelin et Cie for tires. 

Gold Medals— MM. Societes des Etablisse- 
ments Georges Richard, Societe Generale des 
Cycles Rochet-Petit, M. Chapelle (for (Aca- 
t£ne), Vauzelle, Morel et Cie, the Cleveland 
factory of America, the Monarch factory of 
America, the Chain factory of America, the 
Adler Farradwerke of Germany, Husqvarna 
Societe de la Fabrique d'Armes of Sweden, 
Rurkopp & Co. of Germany, Opel & Co. of 
Germany, Siedl & Naumann of Germany, 
and the Crescent factory of America for 
■cycles, and for accessories MM. Ball-Pozzi et 
Cie, Societe Anonyme des Etablissements 
Hutchinson, the Continental Rubber Com- 
pany of Germany, Pierre Giffard (for "Le 
Velo"), and the American Steel and Wire 
Company of America. 

Silver Medals— MMfl Terrot, Conturier et 
Cie, Werner Freres, the Rambler and Ster- 
ling factories of America, Reichstein Cycles 
Brennabor of Germany, the Neckarsulm 
Cycle Company of Germany, the Beruh Stoe- 
ver Company of Germany, Prinetti & Stncchi 
of Italy, Ljungstrom Birger of Sweden, the 
Canada Cycle & Motor Company and Brown 
Bros, of Great Britain, the Cosmos Cycle 
Company of Switzerland, Fabrique de Cycles 

de Copenhague of Denmark, Societe Anon- 
yme Eerte Nederlandsche Rijwiel fabrik of 
Holland, Barriere et Cie. MM. Malicet et 
Blin, Lamplugh & Co., Brosse et Cie, Vital, 
Bouhours et Duret, Grouvelle et Arquem- 
bourg, the Rubber Tire Wheel Company of 
America, the Ball and Pedal factory, the 
Plymouth factory of America, the Smith 
Parts factory of America, Franz Clouth 
Rhenische Gummy- Vaaren fabrik of Ger- 

Bronze Medals— MM. Barre, Dupressoir, 
Kreutzberger Bros., Daunay, Chenard & 
Walker, Veuve Plasson, Prunel, Vergine et 
Cie, Venturino et Tartaglia of Italy, the 
Feathertsone, Geneva and Syracuse factories 
of America, Societe des Etablissements Sage, 
the Lamb factory of America, Despont et 
Godefroy, Gautier et Cie, and the National 
Cycle and Automobile Company of Canada 
for cycles, and a number of other firms for 

Honorable Mention— MM. Carlorie of Italy, 
Constantin, Bastaert, Chapelle Freres et Che- 
vallier, Lamandiere et Labre, Peitjean et 
Sevette, Plaines, Trepreau, Lagarde et Diard, 
Plancq Betry, Chanudet, Le Belin et Cie, 
Lavigne, Goyon, the Fay, Crawford, Grand 
Rapids and Tribune factories of America, 
and Solni of Italy for cycles, with a number 
of accessory firms unknown in this country. 


Colson=Curtis=Day Deal. 

It now transpires that Fred W. Colson's 
deal with the Day Manufacturing Company, 
of Buffalo, is of wider scope than reported 
in last week's BICYCLING WORLD, and 
also that he is not alone in the arrangement, 
the well known George E. Curtis being a 
party to it. By the transaction they take 
over and sell the output of Day cycles, Cur- 
tis attending to the Eastern end of the 
business and Colson to the Western end. 
Both are trade veterans, and if the combi- 
nation of ripened experience does not pro- 
duce telling results it will be cause for re- 

Lozier will Hake Motocycles, too. 

It is not generally known that the Lozier 
Motor Company, which will shortly remove 
from Toledo, Ohiio, to Plattsburg, N. Y., 
will include a motor tricycle in its produc- 
tions; the fact remains, however, and the 
machine is almost ready for the market. 
That George W. Burwell is its designer, 
coupled with the name Lozier, is sufficient to 
give it immediate standing; it was Burwell 
who did so much to make Cleveland bicycles 
what they are. 

Trustee for Boak & Graves. 

At Buffalo, N. Y., last week, the case of 
Boak & Graves, the firm which recently 
went into bankruptcy, came up for consid- 
eration, and F. F. Rick was appointed trus- 

Chicago Lamp Concern Places Itself in the 
Hands of its Creditors. 

The affairs of the Seal Lock Company, of 
Chicago, are reported to be in a tangled con- 

Nothing definite can be learned, but it is 
understood that the future of the company 
rests with its creditors, who are not nu- 

The Seal Lock Company made the O. K. 
acetylene lamp, which was brought out 
under favoring auspices; the lamp was a 
radical departure from existing models, its 
very novelty attracting wide attention. For 
a while a good business was done, but tow- 
ard the close of the season it was almost 
lost sight of. 

The peculiar title of the company was 
another point that often aroused inquiry 
and comment, and served to further adver- 
tise the lamp. It was known to few that it 
was the name of a somnolent corporation 
foreign to lamp manufacture, whose char- 
ter was acquired by the sponsors of the O. 
K. lamp. 

Can Enter the Premises. 

Last week Judge Shipman handed down 
an order in the United State Circuit Court 
in the cases of the Central Trust Company 
against the Worcester Cycle Company, of 
Middletown, Conn., and the American Sure- 
ty Company against the same company, al- 
lowing C. C. Goodrich, trustee, to enter the 
premises of the Worcester Cycle Company 
and take inventory of personal property be- 
longing to him as such trustee. The hearing 
on the motion to allow the trustee to remove 
his personal property was adjourned until 
October 1 at 10 a. m. before Judge Townsend 
at New Haven. 

Southwick Leaves the Trade. 

F. A. Southwick, long the advertising man- 
ager of the New Departure Bell Company, 
has relinquished that position and with it 
all connection with the cycle trade. He has 
moved into an entirely different field, but 
his ability assux-es that he will not be long 
in making an impression wherever he may go. 

Failed to Deliver. 

Judgment for $4,572 was entered last week 
against the Elgin Automobile Company, of 
Chicago, in favor of Solomon L. Pakas, 
dealer in bicycle supplies, for damages for 
breach of contract to sell him twenty-one 
automobiles. Pakas paid $100 on account 
for the first delivery, but never received any 
of the automobiles. The Elgin company for- 
merly manufactured bicycles. 




Dealers There Realize That Now is the Time 
When Union Gives Strength. 

Alone of all their fellows in the trade, the 
dialers have failed to effect any live organi- 
zation, in spite of many efforts to do so. 

A few years ago local organizations were 
effected in many cities and towns, largely 
owing to the efforts of the National Cycle 
Hoard of Trade, but many of them failed to 
do any real work, and in the course of time 
i hey nearly all fell into a calm and very 
deep slumber. Likewise a national organi- 
zation of dealers was formed a few years 
ago, but it never got beyond the formative 
stage or accomplished anything. 

At the present time Brooklyn, N. Y., deal- 
ers are engaged on this Herculean task, and 
so far a fair measure of success has at- 
it nded their efforts. A preliminary meet- 
ing was held last July, when the Bicycle 
Healers* Association of Brooklyn was 
formed, and steps are soon to be taken look- 
ing to the strengthening of the association 
and to placing it on a permanent basis. The 
motive that led to the initial meeting was 
a desire to bring about a reform of the tra- 
ditional abuses of the trade. 

During the past year or two the prices 
for wheels and repairs in the City of 
Churches have been cut so low that a poorer 
quality of workmanship and material neces- 
sarily followed to meet the corresponding- 
cut in prices, there being no profit other- 
wise for the dealer. 

Things were going from bad to worse, un- 
til h. W. Wilkens and William A. Molter, 
two well known Bedford avenue dealers, 
got together and conceived the idea of form- 
ing a trade association through which prices 
might be regulated and the quality of 
material and workmanship improved. The 
question of early closing on Sundays was 
also discussed, and this was made the pri- 
mary excuse for a petition circulated by 
Messrs. Wilkens and Molter, who secured 
between them the names of a score of deal- 
ers, who agreed to close their stores and 
shops at 1 p. m. on Sundays from July 15 
to September 1G inclusive, and to attend a 
meeting "to discuss matters of mutual bene- 
fit to the trade" at Molter's store. No. 1,144 
Bedford avenue, on July 11 last. 

About a dozen dealers attended that meet- 
ing, at which the first steps were taken to 
form a bicycle dealers' association. A tem- 
porary organization was effected, with H. L. 
Wilkens as president and William A. Molter 
as secretary and treasurer. It was agreed 
that a membership fee of $1 should be 
charged, and that there should be no dues. 
but that all necessary expenses, if any, above 
the amount received for membership fees 
should be met by assessment. 

Another meeting was held a week later, 
at which a half-dozen more members were 
enrolled, and a uniform price list was for- 
mally adopted for bicycle work of all kinds, 
if was also agreed that no bicycle tools or 
pumps should be loaned, but that a nominal 
charge should lie made for inflating tires, 
tightening holts and nuts, adjusting handle 
liars, saddles, etc. 

Much good has already resulted, both to 
the dealers and to their patrons, from the 
price list adopted, and large printed copies 
of which are now conspicuously displayed in 
all sections of Brooklyn, as the prices are 
uniform and fair, and all work done at the 
figures named is guaranteed, one of the ob- 
jects of the association being to give the 
customer better work at a fixed price. 

The Sunday closing movement started by 
the association lias also beep successful, as 

in Bedford avenue, which is the main thor- 
oughfare for cyclists in Brooklyn, now close 
at 1 o'clock Sunday afternoons until the 16th 

At the next meeting of the association, due 
notice of which will be given to members, 
permanent officers will be elected. There 
will be a general discussion on matters of 
interest to the trade, and plans for the 
future will be laid. Manufacturers and job- 
bers will be urged to give a special discount 
to dealers who belong to the new associa- 
tion, in order to encourage membership in 
the latter. A system of fines to be imposed 
upon members who violate any of the 
pledges exacted of them when they enroll 
will also be considered. 

President Wilkens and Secretary and 
Treasurer Molter have been particularly ac- 
tive in securing members for the associa- 
tion, until the number enrolled at its first 
meeting has been more than trebled, and 
from present indications it will not be long- 
before every bicycle dealer in Brooklyn will 
be actively identified with the new asso- 

The membership list now includes the fol- 
lowing: President, H. L. Wilkens; secretary 
and treasurer. William A. Molter; Durant, 
McLean Co., William H. Boynton, A. R. 
Towensen. II. lleyer, Julius H. Bindrim, J. 
W. Mears, F. S. Richards, A. G. Woods, 
Peter Guinan & Co., William H. Wells, Sear- 
ing & Co., Discroll & Herring, George B. 
Pieper, C. B. Gwathmey & Co., A. J. Foreu, 
T. W. Razous, Alexander E. Pastre, John H. 
Brown, Milton Hewson, G. A. Boettner, 
Charles W. Ladd, Snethen & Goldsmith, J. 
A. Allsopp, P. N. Bruner, C. A. Cook, K. 
Goodman, Kleinberg & Falk, Edw. F. Freese 
Company, Abe Kaplan, Albert H. Jenkins, 
M. Stowed, M. Kaplan, Con. Schmidtt, J. 
Townsend. Lawrence James, Hibbard Bug- 
gies and C. D. Barklay. 


They Will Play, and Deserve, a Still Larger 
Part in the Trade. 

Van Rodensteins now Bankrupts. 

Justice Bradley, sitting in the Bankruptcy 
Court, has issued a decree adjudicating the 
West End Cycle Company (Karl and Arlie 
von Rodenstein), Washington, D. C. He has 
also appointed Francis H. Stephens receiver 
for the firm, who will conduct the business 
until the appointment of a trustee in bank- 
ruptcy. When the petition in voluntary 
bankruptcy was first filed Arlie von Roden- 
stein, as THE BICYCLING AVORLD stated, 
refused to be a party to the proceeding, but 
he has since joined with his brother. The 
case has given rise to an interesting ques- 
tion which must be decided. It appears that 
shortly after the filing of the petition the 
agent for the store in which the business 
of the firm is conducted seized certain stock 
to the value of S200 to satisfy his rent bill 
of $100, it being his intention to sell the 
stock in question at auction. The receiver 
has asked the Court to issue a rule against 
this agent requiring him to show r cause for 
such action. It is a rule in bankruptcy 
cases that the filing of a petition in volun- 
tary bankruptcy stops all legal proceedings. 

Brass Trust After it. 

Press dispatches from Hartford state that 
the old Pope tube plant at that place is be- 
ing inspected by officials of the Brass Trust, 
with a view of securing possession of it 
either by purchase or lease. It is said to be 
a part of the plan to use the plant as a 
branch of the Benedict & Burnhai.i Com- 
pany, of Waterbury, one of the largest brass 
manufacturing concerns in 'he trade. 

Until it was absorbed by the Tube Trust 
the Pope tube plant turned out the nickel 
steel tubing used in the construction of Co- 
lumbia bicycles. It also made 50 per cent 
carbon steel tubing for the trade. 

There is an alliterative ring about the 
three C's which constitute the novelties in 
cycle construction— the chainless, the cushion 
frame and the coaster brake — that has an 
alluring sound. 

While it is true that the standard machine 
contains no one of these features, it is 
equally true that each of them has stimu- 
lated sales and been instrumental in lifting 
trade partly out of the rut into which it has 
fallen. No maker or dealer has suffered by 
taking them up and pushing them energet- 

This being so, it is remarkable that they 
have not been brought more to the front. 
In the case of the coaster brake, the prog- 
ress has been all that could be expected in 
one season, and almost all that could be de- 
sired. But with the chainless and the cush- 
ion frame the difficulties encountered have 
been so great that the progress has been 

The fault has not been with the public. 
Although not anxious to try new things, 
they have shown a willingness to do so 
whenever there seemed to be a reasonable 
chance of their turning out all right. More 
than this it is not fair to expect from them. 
They pay their money, and it is no more 
than fair that they should have a reason- 
able assurance of getting value for it. 

It is the trade, to be perfectly frank, that 
has, as a whole, stood aloof from the three 
C's— or from two of them, at least. They 
have shown a degree of scepticism, of over- 
caution and of non-progressiveness that 
might have been pardoned half a decade 
ago when the tide of prosperity was in full 
swing. But at this stage of the game it be- 
trays a lack of enterprise that is anything 
but encouraging. 

One does not have to travel far afield to 
hear the highest commendations of one or 
more of the C's. The coaster brake comes 
in for the lion's share, of course, but neither 
of the others is overlooked. They have 
added much to the pleasure of riding, and 
could do so on a rnuch larger scale if ad- 
vantage were taken of the opportunity pre- 

The strongest testimony in their favor. 
how T ever, comes from that portion of the 
trade that has had actual experience with 
them. There is no divided sentiment in that 
quarter, but a frank admission that it has 
paid to push the innovations. 

In this fact there is food for reflection on 
the part of those who have hitherto held 
aloof from the policy of progressiveness. 

Holmes flakes a Change. 

Cycling will lose one of its familiar figures 
when James S. Holmes, jr.. for three years 
manager of sales of the Remington Arms 
Company, retires from that concern, which 
event will take place very shortly. He will 
assume the general management of the Rem 
ington Automobile and Motor Company, re 
cently organized at Ilion. N. Y., to engage 
in the manufacture of automobiles. 

Previous to ins connection with the Rem- 
ington company Mr. Holmes occupied a sim- 
ilar position with the Waltham Manufact- 
uring Company. Like many another good 
man. he graduated from the field of League 
politics, he having been chief consul of New 
Jersey prior to his entrance into the trade, 
with one or two exceptions all the dealers 




Pennsylvanian Springs His $150 Machine 
Some Novel Ideas Incorporated. 

After considerable experimentation and 
delay, George M. Holley, of Bradford, Pa., 
who recently turned his business into the 
Holley Motor Company, has his promised 
popular-priced motor bicycle ready for in- 
spection. The accompanying illustration 
shows the first of the batch that is now be- 
ing made up. 

As will be seen, the machine differs mate- 
rially from any of the others that have seen 
the light, and if it bears out the claims made 
for it it will play no small part in hastening 
the motocycle era. The position of not only 
the motor, but of the oil tank, the battery 
and the rest of the motive power, is in itself 
no small departure, and one that gives the 
machine a clean and compact appearance, 
while the use of the familiar chain and 
sprocket gearing instead of the belt and pul- 
ley is another item that will command at- 

While the motor appears to be a. part of 
the frarne, this is really not the case, as 

medium of the chain; the rear sprocket is 
either 36 or 48 teeth, according to the roads 
on which the wheel is to be used. 

The price, $150, is not the least interest- 
ing feature of this interesting bicycle, which, 
if it even begins to bear out its inventor's 
claims, is destined to work wonders in more 
ways than one. 


An Old Debt Crops Up. 

An attachment was received in New York 
this week that recalls that almost forgotten 
but once large figure in the trade, Parker H. 
Sercombe, then of Milwaukee, now of Mex- 
ico. The attachment is in favor of Thomas 
\Y. Wampler on an assigned claim for 
#11339. It was alleged that on December 
2S, 1892, Mr. Sercombe, at Milwaukee, Wis., 
guaranteed payment of one-fourth of any 
indebtedness of the Sercombe-Bolte Manu- 
facturing Company of Milwaukee to the Wis- 
consin National Bank of Milwaukee. 

riaklng flotorcycles Go. 

L. C. Havener, the Worcester (Mass.) deal- 
er, is an inspiring example to his fellows. 
Within the past six weeks he has sold three 
motocycles, and he lias other sales that are 
rapidly ripening. 

Figures From Philadelphia on Which Some 
Sane Deductions are Based. 

Press and public alike are very much ex- 
ercised over the waning popularity of the 
bicycle, as the former express it, and all 
sorts of questions are asked and explana- 
tions offered as to the cause. 

Apropos of the decrease in the number of 
cyclists entering Fairmount Park, shown by 
the report for August made by the excep- 
tionally well informed guards of Philadel- 
phia's favorite recreation ground, the figures 
showing a falling off from 91,998 in 1899 to 
40,067 last month, "The Inquirer" of that city 
goes into the matter at some length edito- 
rially. It says: 

"What are the causes for this change? 
When the bicycle was at the height of its 
popularity people who remembered other 
crazes which had had their little day and 
passed away used to wonder whether the 
bicycle would have a similar history, and 
all such inquiries would be answered by 
the enthusiasts with the assurance that such 
would not happen, that the bicycle would 
continue on its conquering way until pedes- 

one of Holley's big claims for his motor is 
its adaptability. It is of 1% h. p., aDd 
weighs, he says, but twenty-four pounds, 
and will fit any bicycle having a crank- 
hanger with an inside diameter of 1% inches. 
It is affixed to the frame by clamps, and 
may be detached, the inventor claims, in five 
minutes or less. 

The motor is of the four cycle gasolene 
type, air cooled, and is supplied with either 
electric or tube ignition, as preferred. 

Mr. Holley supplies a diagram of his 
motor, but as it is an old one, and appears to 
differ in some respects from that used on the 
bicycle illustrated, it is of small service. 
Briefly, however, he describes his engine 
about as follows: 

The cap of the carburetter (or oil tank) 
is the inlet for air; there is one lever to 
regulate the amount of vapor going to the 
motor, thereby regulating the speed, and an- 
other regulating the quality of the mixture; 
the supply pipe leads from the carburetter to 
the inlet valve; the igniter plug screws into 
the exhaust valve; leading from the exhaust 
valve is the exhaust pipe, which leads to the 
muffler, it being tapped to supply heat to 
I he carburetter, thereby keeping a constant 
temperature; there is an inclosed crank case 
and gear, and igniter timing device cover, 
also a fly wheel, the gear being fastened to 
it which drives the rear wheel, through the 


Starts Off Auspiciously. 

Under auspices that were beyond reproach, 
the automobile and motocycle races, promot- 
ed by an association in which W. K. Vander- 
bilt, Jr., was the leading spirit, were run at 
Newport, R. I., last week with marked suc- 
cess. "Society" was out in force, and gazed 
and speculated and applauded with unwont- 
ed abandon. 

~ A very creditable showing was made by 
the motocycle contingent, which was headed 
by Kenneth A. Skinner, whose De Dion tri- 
cycle not only headed its class but gave the 
powerful automobiles a good race in the 
championship race, being beaten only by the 
monster owned by the hero of the occasion, 
W. K. Vanderbilt. jr. In the tricycle class 
race Skinner distanced Harold Vanderbilt 
and finished ahead of J. Boiselot, the second 
man, by more than a minute, his time for the 
five miles being 10:30%. 

The championship event, open to all classes 
of machines except two-wheelers, went to 
W. K. Vanderbilt, jr., in 8:54. with Skinner 
second in 9:22 and A. Ij. Riker a bad third. 

The races were run on a half-mile track, 
unbanked. and some of the lime made was 
remarkably fast. The attendance was excel- 
lent, running well into the thousands, and 
the gate receipts netted a handsome sum. 

trianism had become a lost art and the 
street car business had ceased to pay ex- 

"These prophecies have failed. The wheel 
is still ridden for utility and to a reduced 
extent for pleasure,' but its supremacy is 
over. A variety of causes doubtless com- 
bined to bring about its downfall, but of 
these the strongest was the influence of the 

"It was the women who gave it its ex- 
traordinary vogue, and it was they who de- 
creed that its reign should terminate. The 
average woman gave up the wheel, partly 
because she was tired of the toy, partly be- 
cause she discovered that so long as she 
was willing to accompany them on the wheel 
her men friends didn't ask her to go any- 
where else, partly because she grew weary 
seeing them coming around in bicycle rig, 
but chiefly on account of her realization of 
the fact through experience that bicycle 
riding means bicycle dressing and of her un- 
willingness to be at the pains or go to the 
expense of providing herself with the ad- 
ditional clothing. 

"As a means of getting from one place to 
another the bicycle is as popular as ever, 
and is certain to be used more and more, 
particularly as roads are improved in the 
rural regions, but as a pleasure pure and 
simple it has seen its best days." 



Motocycles Faster than Locomotives. 

That the motocycle brings 1,000 miles in 
twenty-four hours within the range of prob- 
ability the recent Paris-Toulouse road race 

Teste, the lirst inotocyclist, on a 7 h. p. tri- 
cycle, covered the distance, 1,440 kilometres 
(over 900 miles), in 29h. 5m. 3s., an aver- 
age of well under two minutes per mile for 
the entire distance— a marvellous perform- 
ance. There were fifty-five starters, but 
Teste's time was beaten by but four other 
vehicles, all powerful racing machines, the 
winner being a 20 h. p., which did the dis- 
tance in 26h. 43m. 57s. 

In describing the race one writer would 
have the world believe that the tires proved 
the weakest point of the vehicles. "The heat 
of the sun," he says, "with the heat of fric- 
tions, caused the tubes to melt. There was 
a frightful slaughter of pneumatics all along 
the way. To one single maker the race cost 
no less than 12,000 francs ($2,500) in india 
rubber! This is rather expensive sport!" 

Is Fond of Horseflesh. 

It is not generally known that E. J. Willis, 
the well known Park Row jobber, is a great 
lover of horseflesh. He is a familiar figure 
on the New York Speedway, seated behind 
a fast trotter, and it is very rarely that ho 
is compelled to take dust even from the 
flyers of National reputation that congregate 
there. By a mixture of skilful and prudent 
management Willis has acccumulated suffi- 
cient of this world's goods to enable him to 
gratify such a penchant as this. 

It is announced by B. S. Dunn, secretary 
and treasurer of the New York Motor Com- 
pany, that as soon as his company can ob- 
tain possession of the factory of the Worces- 
ter Cycle Manufacturing Company, of Mid- 
dletown, Conn., it stands ready to do so. 

How Prices are Pulled Down. 1 

THE BICYLING WORLD has before re- 
marked the thorough saturation of the re- 
tail trade with the doctrine of low price, an 
ill that has worked no small harm to the in- 

A pretty example of the sort— of the readi- 
ness of the dealer to tear down the price of 
an article before it has even had a chance 
to upbild itself— is brought to notice by the 
Fitchburg (Mass.) "Sun." In the course of 
an article reporting the dullness of the retail 
trade, that paper says: 

Some of the bicycle dealers expect that 
when the price of the autos gets down on a 
level with the prices wheels sold for when 
they first came out, many people will own 
their own horseless carriage. The price of 
automobiles has been dropping since they 
were first put on the market, and one dealer 
in wheels said last night that he would not 
be surprised if next year some enterprising 
maker of automobiles would come out with 
one listed at $200, and in that event there is 
no doubt many would be seen on the streets 
of this city. About $600 is now the lowest 
price a fair kind of self-propelling carriage 
can be bought for. This same kind of ma- 
chine sold at first for $1,000. In a few years 
this same vehicle will drop to about $200, it 
is confidently expected by the bicycle man 
who talked with the "Sun." 

Her First and Last Ride. 

That the motor vehicle is the cynosure of 
all eyes just at present is being abundantly 
demonstrated. DoAvn at Southington, Conn., 
the other day, the agricultural fair authori- 
ties arranged as the fitting culmination of 
the day's feature an automobile ride for an 
old lady who had just passed the century 
mark, and the applause of the spectators 
proclaimed that they had made a happy 

With the Approach of Fall. 

As the days become short, the carriage of 
a lamp of some description on the part of 
the house-to-office rider becomes more and 
more necessary. Antiquated patterns that 
have been mouldering away for months or 
even years are drawn forth from their hiding 
places and made to do service once more. 
One rider noticed recently was carrying a 
stable lantern, tied with twine to the handle 
bar and head of the machine. Apparently it 
had not been called on to do service as a 
light giver, but was carried merely as a 
precaution should its owner be detained too 
long on his way home. It will not be long, 
however, before it will be necessary to test 
these makeshifts and see what they are 
really worth as light givers. Then many of 
them will be cast aside and real lamps pro- 

Two Bicycles to His String. 

Because Frank Kapinos, an eleven-year- 
old boy, paid $17 for a bicycle at Buffalo, 
N. Y., last week, without hesitation, the 
dealer naturally suspected something wrong. 
He mentioned the matter to the police, and 
it was found that the boy had stolen $20 
from a relative and invested the balance in 
another bicycle, this time a second-hand one. 

To Catch the Popular Favor. 

The belief of country fair managers in the 
passing of the bicycle is well evidenced by 
their eagerness to substitute motor vehicle 
races and exhibitions for the bicycle events 
that formerly graced their gatherings. 

Motocycles on Instalment Plan. 

One of the English concerns is already 
selling motocycles on the instalment plan— $5 
per week, the entire cost of the tricycle to be 
paid within twelve months, are the terms. 




A bicycle dealer is not necessarily superstitious because he 
believes in signs. 

Those who have noted the signs of the times realize that the 
interest in their business has been sustained by the easy steps of 
progression — the efforts of the maker to make the life of the pedal 
pusher a happy one. 

First the high wheel — then the safety. The hard tire — then 
the pneumatic. Interest has been held this season by the coaster 
brake, but the real boom is coming with the 



Stop and reflect ! , Your trade will not jump from a bicycle 
to an expensive automobile. 

The Orient Autogo is progression's next step by which " you 
can catch your second wind/' But to catch the " second wind " 
you must catch the Autogo. 

Do it to-day — will you ? 






In which is incorporated "The Wheel" and the "American Cyclist.'' 

Published Every Thursday 



123=124 Tribune Building. 

( 1 54 Nassau Street ) 


Suoscription, Per Annum [Postage Paid] $2.00 
Single Copies [Postage Paid] ... 10 Cents 
Foreign Subscription *$3.00 

Invariably in Advance. 

Postage stamps will be accepted in payment for subscripiions, 
but not for advertisements. Checks. Drafts and Money Orders 
should be made payable to The Goodman Company. 

General Agents : The American News Co., New Y ork C ity 
and its branches. _ — 

B^p* Change of advertisements is not guaranteed unless copy 
therefore is in hand on SATURDAY preceding the date of 

I3P* Members of the trade are invited and are at all times 
welcome to make our office their headquarters while in New 
York ; our facilities and information will be at their command. 

To Facilitate Matters Our Patrons Snouldj j 
Address us at P. 0. Box 2349. 

New York, September 13, 1900. 

Our Acquisition. 

In bidding goodby to Boston and in her- 
alding its removal to New York THE BI- 
CYCLING WORLD but two weeks since 
promised that "no opportunity would be lost 
nor effort spared to increase the value of 
the publication to its patrons and to demon- 
strate that 'age cannot wither nor custom 
stale.' " 

We are pleased to be able to thus early 
announce a transaction calculated to achieve 
that end. The opportunity to acquire our 
local contemporary, "The Wheel and Cy- 
cling Trade Review"— next to THE BI- 
CYCLING WORLD the oldest cycling jour- 
nal in America — presented itself, and the ac- 
quirement was consummated on Friday last, 
7th inst. 

On that date The Goodman Company pur- 
chased "The Wheel" outright from its own- 
ers, the F. P. Prial Company. "The Wheel" 
ceased to exist on that date; as our title- 
head indicates, it was consolidated with and 
is now incorporated in THE BICYCLING 

The purchase includes the right, title, good 
will, subscription and mailing lists and other 
property comprising "The Wheel's" plant. 
The transfer has been already arranged, and 
with this issue THE BICYCLING WORLD 
begins the carrying out of "The Wheel's" 

Having previously absorbed "The Ameri- 
can Cyclist," of Hartford, Conn., this trans- 
action leaves THE BICYCLING WORLD 
the only cycling weekly in the East, and 
with the added scope and strength which 
"The Wheel's" lists bring to us we feel that 
we are in better position than ever to ren- 
der service and still more of it to our pa- 
trons and to the trade generally; certainly 
none will more faithfully strive to so do. 

The purchase of "The Wheel," it may be 
well to add, in no way alters the composition 
of The Goodman Company or the personnel 

tify themselves. No better time for a new 
deal could possibly be found than the 

What is Experience Worth? 

It is doubtful whether in all this broad 
land there could be found a more poorly paid 
individual— in proportion to his risk and his 
work— than the bicycle dealer. 

This deplorable condition is not of recent 
growth, however; nor is it due entirely to 
the vicissitudes the trade has passed through 
of late. The latter have only served to ac- 
centuate the fact— to bring it out in brighter, 
or darker, relief. 

In the palmy days of the business, when, 
if ever, dealers as_ well as makers should 
have been making money right and left, the 
same story was to be told. The dealer 
worked hard, took big risks— and got almost 
nothing in return. 

The number of dealers who have made 
money in the two decades of the trade's his- 
tory will reach but a fraction of one per cent 
of those engaged in it. Of these fortunate 
few no small proportion afterward sunk 
their profits in the same business that had 
yielded them. This reduces the number who 
stand winners to-day to a residue almost 
inconceivably small. 

What caused this lamentable showing is a 
question of much less value than the com- 
panion one, What will be the outcome of the 
future? Are the lessons of the past to go 
for nothing? Has experience taught the 
dealer nothing? And is history to record, 
some dozen or more years hence, that the 
opportunities afforded by the motocycle 
eluded the trade in the self-same way? 

Or, to deal with a matter of even more 
immediate and practical interest, is the bi- 
cycle trade to be handled in the same old 
way next season and the following ones? 

Is it not time to drop the business-at-any- 
cost cry and adopt methods based on com- 
mon sense and ordinary commercial ethics? 

It is perfectly plain that the old methods 
must be discarded. They have failed to jus- 

Policy That Pays. 

Because the public has not clamored for 
change and novelty during the past few 
seasons, there has been a disposition on the 
part of the trade to assume that they do not 
want it. 

That this is a fallacy has been suspected 
for some little time, and events seem to be 
ripening this suspicion into certainty. It 
will scarcely be contended by even the most 
persistent advocate of a "uniform" policy 
that "uniformity" secures popular favor, 
much less make sales. A thorough trial of 
this policy has pretty effectually dissipated 
such a belief. 

In the future, as in the past, the bulk of 
the business will be done in standard pat- 
terns. They are time tested, reliable and— 
above all — cheap. Their buyers are no 
longer looking for the latest patterns, with 
their talking points and a mass of detail 
work, all of which cost money. They want 
a practicable vehicle, and have no money to 
waste on fripperies that do not count in 
the wear or the running. 

For such makers as decide to eater to this 
class there is but one possible course open: 
Cleave closely to the line of uniformity and 
build machines with the utmost economy 
consistent with sound workmanship. Ban- 
ish all thought, of producing the best; sub- 
stitute for this a determination to give the 
greatest value for the money. Such a course 
is almost certain to justify itself. 

But as all riders are not circumscribed in 
their selection by the bald question of price, 
so all makers— and dealers, too, for that 
matter— are not compelled to abstain from 
efforts to change and improve their product. 
They will find that, even regarded simply 
as a matter of dollars and cents, it will be 
well to go outside the beaten path and en- 
deavor to give something different from and 
better than the bulk of their competitors. 

It is only necessary to run over the list 
of manufacturers who have during the past 
season or two endeavored to give their pa- 
trons a change, and see how they have 
fared. Almost without exception they have 
found a progressive policy a paying one, and 
are more determined than ever to continue it. 

There is everything to confirm them in this 
course. Not only do they get a better price 
for their machines, but they please their 
agents, who, in turn, attract a better class 
of trade and have more satisfactory dealings 
with their customers than would be possible 
in any other way. In addition, the compe- 
tition is not nearly so great, and the results 
are better proportioned to the effort. 

Makers of this class will lose nothing by 
relieving their sleeves of whatever novel- 
ties may be stored there. The retailers and 
the piiblic are ready and anxious for them, 
and there will be little difficulty in coming 
to an agreement in short order. 



The Term " Motocycles." 

Although it is difficult to understand why 
ii should be the case, some of those making 
or about to make motocycles report that a 
too general impression is abroad that the 
term "motocycles" is meant to define motor 
bicycles. One of those interested states that 
he has been obliged to do considerable let- 
ter writing to explain away this notion. 

Why the idea should obtain none can say. 
( lertainly the term "motocycles" seems broad 
enough to make its meaning clear. It in- 
cludes any form of cycle fitted with a motor, 
whether bicycle, tricycle, tandem, triplet or 
quad. Each is a motocycle; collectively they 
are motocycles. If a motor bicycle was in 
mind it would be termed a motor bicycle; 
if a motor tricycle, it would be called a 
motor tricycle. 

The matter seems so very simple as not 
to require mention, but we are assured that 
the idea that a motocycle is a motor bicycle 
i;> sufficiently general as to deserve attention 
and correction. Those who entertain the 
idea appear to imagine that anything not a 
motor bicycle is an automobile. Of course, 
(he motor bicycle, like all other self-propelled 
vehicles, is an automobile, just as all forms 
of bicycles, carriages and wagons are liter- 
ally vehicles, but as their construction de- 
termines their class and name, so does the 
construction of the motor-driven vehicle 
still determine. 

The addition of pneumatic tires did not 
change the name or nature of either cycles 
or other vehicles; no more will the addition 
of a motor. The cycle form of construction 
is so distinct and separate from all 
other forms of vehicle construction that 
there can be no room for doubt or confusion. 
Anything in the form of a cycle to which 
a motor is affixed is a motocycle, and is of 
and for the cycle trade. 

In England particularly it is noticeable 
that they are disposed to take the contrary 
view and place motocycles in the automo- 
bile class; but there is no sound reason for 
it. Some of the bicycle papers there eschew 
mention of motocycles or speak of them as 
very distant relatives of man-driven cycles, 
but the leopard does not change his spots; 
so the cycle is still a cycle, whatever comes 
or goes, and, fitted with motors, cycles be- 
come and will remain motocycles as long 
as the manumotive type remains to require 
the distinction. 

Repairers Affected Too. 

It is not surprising that the repairman, 
along with his fellows in the cycle trade, 
has felt the falling off in trade that has been 
so apparent this year. 

With him the season opened remarkably 
well, and during the first couple of mouths 
he congratulated himself on the pleasing 
prospect before him. But he had hardly set- 
tled himself comfortably in this belief than 
he perceived the first indications of a change. 

Just when the season with him should 
have been approaching its height it began to 
fall off. It was unatural, gauged by the 

experience of previous years, and for a time 
the repairer was unable to understand it. 
It was quite out of his experience, and he 
could do nothing but shake his head over it. 

There would be times when he was re- 
joiced by the appearance of a revival. Work 
would floAv in, much in the old time way 
and with the customary adjurations to "rush 
it through." But it only proved to be a 
spurt, aud the falling off was soon noticeable 
again. By the time the season was half 
over it had become apparent that the year 
was to be an off one, and most of the re- 
pairmen settled down to a contemplation of 
this unwelcome fact. 

It is not that there has not been plenty of 
repairing. There has been, and the falling 
off was noticeable only because the business 
had assumed such' huge proportions and had 
attracted so many different concerns that 
there arose a general cry when expectations 
did not materialize. There were so many to 
divide the work among that it taxed the 
boom years to keep it up to par. 

The result has been that repairers gen- 
erally have had a poor season. This is par- 
ticularly applicable to the smaller fry, they 
having been hit harder than their competi- 
tors. The "kitchen repairers," especially— 
men who work at this trade at nights and 
on Sundays— have been dealt some heavy 
blows and they are quitting in shoals. 

In the repairing business as in the other 
branches of the trade, the great evil was the 
presence of entirely too many concerns. 
Many of them should never have engaged in 
it, and were attracted simply because of the 
bicycle craze and because they could not 
make money at anything else. The trade 
as a whole will be better off without them. 

The sifting out process will undoubtedly 
continue throughout the fall and winter. By 
spring there will be— notwithstanding the in- 
evitable recruits from the ranks of the fly- 
by-nighters— fewer people to divide the busi- 
ness between. For those remaining there 
should be enough business left to show an 

Making Good Progress. 

One of the most noteworthy facts con- 
nected with the manufacture of motocycles— 
and one that has attracted little or no at- 
tention—is the steady growth that has taken 
place in the size of the motor. 

Starting with baby motors, as they would 
be termed in the light of present knowledge, 
rated at one and one-quarter horse power— 
this was the size of the initial De Dion pro- 
duction—they have already passed the three 
horse mark, and have only made a fair start. 
Already five and six horse power motors are 
under way, and the end is by no means in 

Only those who have studied or examined 
the gasolene motor can form an idea of its 
marvellous ingenuity. Seemingly complex 
in its construction, it is yet very simple and 
practical in its workings, but the initial dif- 
ficulties in the way of producing any but 
the very smallest sizes seemed at one time 
almost insuperable. 

Step by step these have been overcome, 
however. Along with, or even in advance 
of, the ability to produce larger motors ran 
the demand. More power and more speed 
were the cries, and, spurred on by them, the 
manufacturers of motors worked hard and 
were able to respond nobly. 

It is fortunate that this was so. The 
motor is the keystone of the arch upon 
which motocycling is built, and any ina- 
bility to keep it in the line of progression 
would have exceedingly serious conse- 

There is a feeling that the complete with- 
drawal of the trade from public events in 
which bicycles figured as chief actors was 
unwise. Such events undoubtedly kept the 
bicycle well in the foreground; and, viewed 
merely as an item of advertising, they were 
usually well worth the outlay. In fact, it 
was the habit of not a few concerns to view 
them entirely in this light. They charged 
the expenditures directly to advertising, and 
accounted their object attained if they at- 
tracted what they deemed sufficient attention 
from the public. 

To give oneself up to painful reflection is 
a very natural occupation for the dealer just 
now, but not much good is likely to come of 
it. A more sensible course would be to go 
over the situation carefully and decide upon 
your future course. For the time has come 
to make a decision. Some must go while 
others sFtay. Upon the latter class is urged 
the taking to heart of the sad lessons of the 
past. A repetition of them is almost certain 
to have the same result. 

If one appreciates the frequent changes of 
locomotives on trains covering one thousand 
miles over smooth rails he can begin to ap- 
preciate what the motocycle makes possible 
on the ordinary macadam highway. To av- 
erage better than two minutes per mile for 
more than nine hundred miles, as one tri- 
cycle did in the Paris-Toulouse road race, 
suggests the couplet: "O steam, where is 
this victory! O bird, where is thy wing!" 

September is well nigh half gone and still 
there is little talk of 1901 patterns. Novel- 
ties there may be in plenty, but they are 
remarkably well concealed. If surface in- 
dications go for anything, the forthcoming 
manufacturing season will be late in start- 

Who will give us the first long cranked, 
high geared American bicycle? The talk 
and interest that will go with and follow 
such a machine, if properly heralded, ought 
to help some one's business not a little. 

American tires continue to be the bete noir 
of the seaside puncture healers.— English 
Cyclist. Then your "seaside puncture heal- 
ers" must be an uncommonly thickheaded 




He Who Has Had Most Experience With 

Motor Bicycles Gives His Views — 

Verdict is Entirely Favorable. 

To the seeker after knowledge concerning 
the motor bicycle no better advice could be 
given than to go, if possible, to John Bob- 
bins, experimenter and successful demon- 
strator of the entire practicability of this 
latest entrant in the wheeling field. 

To Mr. Robbins, who is the Waltham 
Manufacturing Company's motor mechanical 
expert, is due much of the credit for the 
successful debut of the Orient motor bi- 
cycle. In conjunction with his chief, Presi- 
dent Metz, he worked long and faithfully 
both on the experimental machines— of which 
there were several, some of them imported— 
and on the successful one. Frequently the 
two were to be seen together, sans coats and 
with sleeves rolled up, discussing some 
knotty point or testing the efficacy of its 
solution; while test after test was made, 
many of them with excellent results, but all 
discarded because there still seemed room 
for progress, 

At the beginning Mr. Robbins says he was 
not more strongly prepossessed in favor of 
the motor bicycle than were many other ex- 
perts. He thought it would go all right, and 
that, under certain conditions and with some 
restrictions, it would prove practicable and 
a permanent addition to the motor vehicle 
family. But even in going this far he was 
troubled with not a few doubts and mis- 
givings; and he looked forward to the day 
when'they should be resolved and he should 
know just how near the machine would 
come to the expectations formed of it by the 

The early experiments added strength to 
these doubts. The attempt Avas made to 
adapt the ordinary bicycle, with the least 
possible change, for the purpose desired. 
Various places for the motor and other parts 
were tried, while use was made of a chain 
for the purpose of driving the machine. The 
results were but half-way encouraging. The 
machine would run, and run fairly well. 
But it was by no means an ideal machine, 
and many of the faults attributed to it by 
its critics were present. 

The consequence was that the experi- 
mental machines were consigned to a cor- 
ner of the experiment room — a place much 
frequented by President Metz, and over the 
door of which is posted the legend. "No 
admittance except by order of the president" 
— and a fresh start was taken. An entirely 
new frame was designed and constructed, 
special reference being had to the most de- 
sirable place to put the motor and other 
working parts. The result was the special- 
shaped frame, with its extra long wheel 
base, which has since become familiar to 
the public. 

The next step was to decide upon a method 
for transmitting the power from the motor 
to the bicycle. One of the chief objects 
sought was the elimination — or, at least, the 
reduction to a minimum— of the excessive 
vibration so noticeable in many machines 
driven by gasolene motors. A belt run- 
ning upon a flange attached to the rear wheel 
was experimented with and found to work 
like a charm. A method of tightening and 

loosening the belt was adopted, and then the 
machine was practically finished. 

Its trial trips — both on the road and track 
—were eminently satisfactory. Speed and 
power were there in plenty, yet the faults 
so freely prophesied as accompanying all 
motor bicycles were, in spite of the high- 
powered motor, either entirely absent or re- 
duced in such degree as to be scarcely no- 
ticeable. As may be imagined, this pleas- 
ing fact was shortly made plain, and prepa- 
rations were soon under way to turn out 
the machines on an extensive scale. 

Through these various stages of develop- 
ment it was to Robbins that the bulk of 
the practical work of riding and testing the 
new machine fell. He performed the work 
in a thorough manner, and soon came to 
know the peculiarities, the good and bad 
points, of the machine like a book. His 
opinion of it, gathered during a running 
conversation, punctuated by numerous ques- 
tions regarding salient features, is best ex- 
pressed in this free rendition of his own 

"The people who criticise the motor bi- 
cycle, and And all manner of fault with it, 
are talking about something they know abso- 
lutely nothing about. Entirely outside of 
the fascination of the machine, due to the 
presence of the motor, there is this to be 
said for it: It falls behind the ordinary 
bicycle in no essential particular, and pos- 
sesses some points of superiority over it, 
viewed as a bicycle pure and simple. It 
may be natural to suppose that certain 
faults and shortcomings would develop, but 
an extended test of the machine makes it 
plain that this is a mistake. 

"I have been riding a bicycle for a dozen 
years or more, beginning with the old high 
wheel; and for nearly a year I have been 
using a coaster-brake machine, which pos- 
sesses a few of the advantages of the motor 
bicycle; and I say without the slightest hesi- 
tation that, taken as a bicycle alone, the 
latter is not one whit behind the man-driven 
machine, while the motor simply takes away 
the grounds of complaint of the former and 
makes it a machine that will appeal with 
the greatest force to all users. 

"How does the machine handle, and espe- 
cially on slippery roads'? Even better than 
an ordinary bicycle. It steers better, in the 
first place; I suppose this is due to the fact 
that the feet are stationary and do not have 
a tendency to deflect the front wheel from a 
straight line. In crossing car tracks or 
other obstructions there is danger of slip- 
ping unless they are taken at the right angle, 
just as there is with the regulation ma- 
chine; but it is not any greater than in the 
latter case. 

"A little more care is required in mount- 
ing and dismounting, of course, but even 
here there is no trouble to speak of. Even 
when walking and trundling the machine 
the difference is not so great as would be 
supposed. If the machine balances prop- 
erly, as it should, it will maintain its equi- 
librium as long as it is kept upright. Any- 
thing more than this could hardly be asked 
of it. 

"How about vibration, heat, smell and 
noise? None of them are sufficiently notice- 
able to the rider to be objectionable. In 
fact, they make a much greater impression 
on spectators than on the rider. The latter 
gets on the machine and starts off, giving 
not a thought to such things. The heat 
should be felt, apparently, but it isn't. 
Whether this is owing to its being dissi- 
pated by the rapid progress of the machine 
I can't say, but it is not improbable. 

"The noise and smell are likewise troubles 

that are more imaginary than real. Whether 
it is the fact of being in motion that robs 
them of their unpleasantness I don't know; 
but it is certain that they bother me very 
little. The noise is an accompaniment that 
I like, for it tells me that the motor is work- 
ing right, and I give no further thought to 
it. The smell could well be dispensed with, 
for it has no soothing effect; but, as I said 
before, it does not bother me. 

"Now, to come to the greatest theoretical 
objection to the motor bicycle— the matter 
of vibration. I don't know so much about 
other makes, but with ours we have got 
the vibration question just where we want 
it. In fact, there isn't any vibration to 
speak of, and any one who tries one of 
our machines and expects to find it is going 
to be disappointed. With the chain, as used 
on our first machines, I will admit that 
there was plenty of vibration. 

"It was largely for that reason that the 
chain was discarded and the belt put in 
its place. We saw that it would not do. The 
rider would have been shaken to pieces, and 
the machine, too, for the matter of that. 
We tried the belt and it worked like a charm; 
so we knew we were all right there, and 
beyond the perfection of some details it will 
remain as it is on the first machine. No, 
the question of vibration is not bothering us 
at all. 

"In fact, from an experience based upon 
an exhaustive test of the machine, extending 
over a number of weeks, during which 1 
covered three or four hundred miles of all 
kinds of riding, I have no hesitation in say- 
ing that we are pretty well satisfied with 
the machine." And Robbins's face wore a 
very satisfied look in support of this dec- 

It may be remarked, incidentally, that the 
Waltham people are not giving any time to 
worry about either the practical working of 
the motor bicycle or its sale once it is placed 
on the market. Their chief anxiety is to 
get it out and to place themselves in a po- 
sition where they can cope with their rap- 
idly accumulating orders. 

There is an immensity of work connected 
Avith the getting out of the dies for the 
numerous parts required, and nothing but 
weeks of hard work will enable them to 
make deliveries as expected— about October 
1. It is to this end that they are laboring, 
and even if they succeeded in anticipating 
that date they would not be any too soon 
for the public. 

The latter have heard much of the motor 
bicycle, and are prepared to plump for it 
on account of its comparative cheapness, 
light weight, ease of storage and general 

Has Fallen Into Disuse. 

When, some half dozen years ago, the 
practice was started of using bicycle crates 
as advertising boards, the idea was hailed 
as a happy one. 

From plain black lettering an advance was 
soon made to colors and designs of various 
kinds, usually working in a fac-simile of 
the name of the machine for which the crates 
were designed. Even after the machines 
were delivered and the crates broken up, 
the usefulness of the advertisement was not 
at an end. Enterprising dealers saved the 
boards and distributed them along the coun- 
try roads in every direction, usually adding 
their own names and addresses in small let- 
ters, thereby informing all passers-by that 
Blank bicycles were sold by John Jones or 
Henry Smith. 

The practice is still followed in some quar- 
ters, but not to anything like the extent that 
it was formerly. It is one of the many 
methods of advertising themselves that both 
maker and dealer have let fall into disuse. 




Some News, Comment and Helpful Criti 
cism from "Dear Old London." 

London, Sept. 1.— We are now nearing the 
end of the active cycling season and, there- 
fore, the close of that period of the year 
when motocycling is enjoyable, or, indeed, 
possible. Reflection upon the advance in 
the popularity of inotoeycles during the past 
summer shows that the sport has gained 
many adherents, and that it has a great 
future, although it has been handicapped by 
somewhat limited outputs and by heavy 

The methods resorted to in the direction 
of improvements have also had much to do 
with the fact that the numerical numbers of 
motocyclists has not increased to quite the 
extent which might have been the case. The 
fitting of high powered motors to tricycles 
in order to attain more speed has tended to 
increase the price of such machines, and so 
has necessarily limited the demand. Not 
only has this been the case in the sale of 
these very high powered and high priced 
motors, but the fact that such machines 
have been placed upon the market has de- 
tered buyers, because we have been told that 
the lower powered motors are no good; hence 
there has been rather a glut of low powered 

The change from tube to electric ignition 
as a standard has also thrown a number of 
the former machines upon the market at 
very low prices, while the failure of certain 
companies to pay dividends and the not in- 
frequent selling of bankrupt stocks, has also 
affected the demand for the newer types. 
For instance, quite lately there were a con- 
siderable number of new 1% h. p. tricycles, 
fitted with genuine De Dion motors, offered 
at $125 each, and then there was a difficulty 
in disposing of them. Yet these machines 
were real bargains, and the few people who 
purchased them and converted them to elec- 
tric ignition, have sold them at double the 
price named. I fancy that next year we 
shall see rather a reaction in favor of motors 
of not more than 2% h. p., which are quite 
powerful enough for ordinary uses. 

It will, however, be very difficult to main- 
tain prices at the present rate, because al- 
ready some of the cutters are at work, al- 
though I must say that they have a far more 
legitimate task before them than was of- 
fered by the cycle trade. At present the 
prices asked by the motor companies for 
component parts to replace breakdowns is 
truly dreadful. Recently a friend of mine 
who was touring upon a motor tricycle, had 
the misfortune to break the stem of the ex- 
haust valve, and thereupon wired to a motor 
company to send him a new valve. This 
was done, although it subsequently tran- 
spired that the valve was a second hand one 
which had seen some service. Nevertheless 
the price was $3. Wishing to put in a new 
one on his return to town, my friend went 
to another company and was quoted $2. This 
was better and he closed with the deal. 
Then he happened to go to Messrs. Gamage, 
Limited, the well-known cycle accessory 
firm, and was surprised to find a department 
opened for motors and parts thereof. He 
inquired the price of a valve, and was 
quoted $1. Surely there must be something 
wrong when firms within half a mile of each 
other" quote $3, $2 and $1 for the same 
article by the same maker! 

But the public interest in motocycles is 
increasing daily, and there will be a great 
many buyers next spring, especially if the 

prices asked are more reasonable. I rather 
fancy that this will be the case, as several 
firms are talking of putting on the market 
reliable motor tricycles at $250, at which 
sum there will be a ready sale. People 
who are hesitating are rather disinclined to 
pay high prices for articles which they look 
upon more or less as experiments, and are 
yet in the experimental stage. It often 
costs a good deal to maintain a motor in 
condition, and when one pays as much for 
it, or nearly so, as for a small car, one be- 
gins to count the cost. Moreover, it is sur- 
prising what constructional blunders are to 
be found on even the high grade motocycles. 

New Design From Nurembourg. 

Although its weight is not stated, what 
is claimed to be the lightest motor tricycle 
on the market is the one shown by the ac- 
companying illustration. It is the product 
of a Nurembourg (Germany) concern, and, 
as will be noted, the feature of the machine 
is the location of the motor, it being placed 
not behind the rear axle, as usual, but with- 
in the main frame; in fact, it is so built as to 
be part and parcel of the frame. 

The engine itself is of the vertical, air 
cooled, single cylinder type, and develops 2 
h p. The illustration shows it to be fitted 
with the ordinary electric ignition, but in 
some of the machines a magneto-elec- 
trical device is used to generate the elec- 
tric spark. The sparking can be varied by 
means of a lever on the handle bar to the 
extent that the engine can be made to run 
at a maximum speed or one-fourth or one- 
half of the same. In the driving mechanism 
a small spur wheel on the motor shaft is in 
gear with a large pinion mounted on a 
sleeve on the bottom bracket spindle; com- 
bined with this pinion is a chain w r heel 
geared by a chain to a small sprocket on the 
main rear axle. The pedals are connected 
with the latter by separate sprockets and 
chain, a free wheel clutch being provided at 
the bottom bracket. The combined gasolene 
tank and carburettor is carried on the top 
bar of the frame, and is claimed to be reli- 
able in its operation. 

I saw a motor quad the other day which 
was one of the best grade machines made 
by one of the firms holding the highest 
reputation. The price of the machine was 
about $560, and yet in less than a week the 
axle broke, owing to it being fitted into the 
sleeve upon which the balance was mounted 
by means of the end being simply squared, 
and that, too, with a sharp shoulder from 
the round portion.' Needless to say, the 
square portion snapped off short, and the 
unfortunate owner was stranded for a 
couple of days until a new half axle could 
be procured. Yet this accident, if such it 
could be called, was due solely to defective 
design, which would hardly be expected in 
the case of a firm which had had a great 
deal of experince in the manufacture of 
cycles for many years past. 

But so long as accidents of this kind oc- 
cur to new motors, so long will the reflect- 

ing public look on at the motor enthusiast, 
and, while envying him to a certain extent, 
yet wait patiently to profit by his experi- 
ence in the end. This means that the trade 
will not develop to such an extent or so 
rapidly as it might otherwise do. A motor 
will always be liable to wearing and conse- 
quent breakdowns of valves and kindred 
parts, but a broken axle should never hap- 
pen, except in the case of a collisioon or 
some similar accident. 

There is also another point which 
troubles the would-be purchaser a good 
deal, and that is the tire question, which is 
indeed a very serious one. Even with the 
comparatively light weight motor tricycles, 
pneumatic tires are a very costly item, and, 
moreover, the motocyclist cannot well adopt 
solid tires, which is an alternative open to 
the user of a car. The vibration of a motor 
tricycle over rough roads is so great that 
pneumatic tires are positively necessary, 
and what is wanted is a pattern which will 
wear reasonably long and shall not be quite 
so costly as those now fitted. The rise in 
rubber is all against any great reduction in 
the price of tires, even were the market 
thrown open by the lapsing of the patents 
now held. 

There is another great objection to the 
motor tricycle as at present made, which 
objection is felt by motorists themselves 
and is magnified still more by the public. 
This is the noise which is made by the gear- 
ing. This is far worse than the beat of the 
motor itself, which is often practically 
silent. But the whirring and chattering of 
the toothed gearing used is terribly irri- 
tating, and so far no definite attempt seems 
to have been made to overcome what is 
without doubt a grave defect. 

A friend of mine is now experimenting 
with a fibre wheel on the motor shaft and 
finds it a success. The noise is very much 
lessened, but the question arises as to how 
long the fibre will last. If it will only stand 
without the teeth tearing off I think it will 
be as lasting as the steel wheels generally 
used, judging from the fact that a pair of 
fibre chain wheels on my own car have run 
over two thousand miles and do not show 
much signs of wear. But with chain 
wheels the teeth are so much larger that 
there is much less liability for them to tear 
off. But in any case, something must be 
done to stop the noise or there will certain- 
ly be more trouble with the anti-motorists. 
One motocycle makes a great row, and 
when we have hundreds of them the noise 
will be unbearable. Its silence is one of the 
greatest charms of the bicycle, and we must 
endeavor to quiet our motors as much as 
possible. If toothed gearing will not do 
it, then we must try something else. 

A tricycle which seems likely to become 
a serious opponent of the De Dion is the 
Phoebus Aster, and upon the latest pat- 
terns it is curious to note that a large sur- 
face carburator is employed. This is similar 
to the pattern fitted to the Benz cars, and 
it certainly does not add the appearance of 
a tricycle. Still, it is said to act extremely 
well, and to give no trouble. Some of the 
tricycles lately made have had two motors 
in order to attain the large amount of 
power necessary for record breaking, but I 
fancy that we shall soon come to the end 
of things in this direction, because cost will 
be a sei'ious consideration, and in addition 
to this, buyers will appreciate that in order 
to beat a record it is only necessary to in- 
crease the power of the motor, whereas such 
is impossible where ordinary priced ma- 
chines are concerned. Hence the record 
will lose its power as an advertisement even 
more quickly than it did in the case of cycl- 




Its Chief Importer Points out Some Faults 
and Virtures of our Bicycles. 

Cycle agents in India are not numerous 
and of the few, Vatcba Bros., of Bombay, 
are easily the best known and most promi- 
nent. They have handled not only Ameri- 
can, but English and German goods as well, 
for a number of years and are generally 
reckoned desirable customers. It follows 
that their views are entitled to the respectful 
heed. One of the brothers was recently in 
London, and while there gave voice to 
opinions that are worth digestion. 

While he criticised some features of the 
American bicycles, he also pointed out re- 
spects in which he considered them superior 
to all others. One of the chief points in 
their favor, strange to say, he found to be 
the use of round instead of D-shaped tubing. 
The round tubes, he said, stood up where D- 
shaped gave way. That being ,so, he urges 
a return to the round tube, or, at any rate, 
to the oval one, in machines built for the 
Indian markets. Mr. Vatcba was also op- 
posed to extremely narrow treads, which he 
found caused rocking of the bracket with 
consequent dissolution, and this was another 
point wherein he found the American ma- 
chine superior, and it is also interesting to 
note that he preferred machines made with- 
out the horizontal top tube, that is to say, 
he would rather the top tube were raised for- 
ward a little. 

In the matter of plating, Mr. Vatcba was 
particularly strong. Plating was, especially 
with American manufacturers, badly 
scamped. With the machines of the Singer, 
Premier and Raleigh firms very little com- 
plaint had to be made, but with the great 
majority of other machines he had handled, 
more especially with the American makes, it 
was not uncommon to find the plating thor- 
oughly rusted upon arrival. All plating for 
India should not only be heavy, but also 
upon a copper base. 

On the question of weight, it was interesting 
to learn tnat the fully equipped English ma- 
chine was several pounds lighter than Ame- 
rican machines of similar quality and equip- 
ment. Thus he finds the G. and J. machines 
when fully equipped for the road weigh no 
less than 42 lbs., as against 36 lbs. for a sim- 
ilarly equipped English machine of corre- 
sponding type, and it was the same with the 
majority of American makes, although the 
idea of the American bicycle being lighter 
than the English, which was circulated at 
the time of the featherweight boom, still ap- 
pears to hold good in many minds. 

He found, he said, in his experience that 
many of the best American makes, which at 
one time gave him the utmost satisfaction, 
had fallen off tremendously in quality at the 
same time as the price was reduced, and in 
this matter of price he was willing to admit 
that the English makers were, as a rule, con- 
siderably out of it, although experience 
showed that their productions outlasted the 
cheaper machines of other countries, of 
which he gave several amusing instances. 

One particular trait of the German traders 
was their readiness to adapt themselves to 
the requirements of their customers, and he 
urged the English maker to be equally adapt- 
able. In one case Mr. Vatcha was quoted a 
ridiculously low price for bells by a German 
traveller. He said that the bells were not 
of the right shape, but if he could supply a 
bell of the same design as those of an Eng- 
lish firm with whom he dealt, he could do 
with them. The traveller readily consented 

to do this, and an order for several gross was 
placed. The bells duly arrived and were in- 
distinguishable at sight from the English 
model. They were at once sent out, where- 
upon they commenced the next day to come 
back again broken, and after a constant suc- 
cession of returns in this way, he withdrew 
the whole of the consignment from the mar- 
ket and returned them to the manufacturer. 
Had the quality been right that manufact- 
urer would have kept his connection. 

Single tube tires are, in Mr. Vatcha's esti- 
mation, no good for the Indian markets, nor 
is it necessary that high resilience, in the 
cheaper makes at any rate, should be se- 
cured, reliability rather than resiliency being 
the point aimed at. No type will stand the 
Indian climate which is not vulcanised to- 
gether, and for Indian work Mr. Vatcha finds 
Clinchers stand best. 

In regard to ladies' machines, he poiDted 
out that the ladies in India ride with ex- 
ceedingly light draperies, which were very 
readily cut and damaged by projecting parts 
of the machine, the chain adjustment at the 
back, which frequently projected very con- 
siderably, being a frequent cause of annoy- 

Morgan *WrightTires 
are good tires 


Morgan & Wright 


Will Furnish Motodycle Parts to all — Has 
Complete Machine of His Own. 

New York Branch, 214-216 West 47th St. 

Boston Branch, 80 Batter vmarch St. 

Rear Fort Hill Square. 

ance in this respect, and he suggested that 
makers should not overlook this point in de- 
signing and fitting up their machines for the 
Indian markets. 

Finally, he requested that manufacturers 
be on their guard against the receipt of 
forged orders, and he suggested that they 
should be particularly careful to note the 
methods adopted by their regular customers 
in sending orders. Quite recently two ma- 
chines were ordered in the name of his firm 
by some one entirely unknown, and the ma- 
chines were promptly supplied. In this case 
Messrs. Vatcha Bros., knowing the quality 
of the machines, retained them, although 
they had not ordered them, but in another 
case, where half a dozen machines of a less 
satisfactory quality had been ordered in 
their name by means of a forged order, they 
refused to take them in. His explanation 
for the reason for this practice is that goods 
sent out to India and refused by the con- 
signee, after lying in the care of the customs 
authorities for some months, are put up for 
sale and are usually knocked down at very 
low prices. He had little doubt but that the 
senders of these forged orders took care to 
be on the spot when these sales came off. 

For distinctly intelligent progress in moto- 
cycle construction the E. R. Thomas Motor 
Company, of Buffalo, N. Y., is certainly en- 
titled to rank among the foremost in this 
country at the present time. E. R. Thomas, 
it will be remembered, was the managing 
partner of H. A. Lozier in Canada, and 
brings to the new industry the ripe experi- 
ence of a progressive but thoroughly con- 
servative man, for Mr. Thomas is, above all 
things, a . "safe" man, and embarks in the 
motocycle business only after thoroughly 
studying the whole situation, and after he 
had become thoroughly convinced of the 
possibilities of the smaller type of motor 
driven vehicles. 

The business of the concern will be thor- 
oughly comprehensive, embracing not only 
its complete line of "Autocrat" motor bi- 
cycles, motor tricycles and motor quadri- 
cycles, but a full line of fittings and acces- 
sories, special attention being paid to sup- 
plying the wants of bicycle manufacturers 
who wish to supply to their trade a line of 
motocycles, but do not feel justified in going 
to the expense of equipping their plant with 
the large number of special dies and ma- 
chinery necessary for the work. 

A BICYCLING WORLD representative 
was privileged to be the first outsider to 
catch a glimpse of the new motor bicycle, 
the principal patents of which have just 
been allowed, and include, as Mr. Thomas 
believes, a basic patent of great value. "Un- 
derstandable" is a term that describes the 
machine as well as ans'thing, and what this 
means will be appreciated by those who have 
seen the average attempt at motor bicycle 
construction. The Autocrat looks more like 
the average conception of what that kind of 
machine ought to be. The motor is bung- 
on a patented truss construction, directly 
back of the front wheel, and below the 
frame angle proper, the power being trans- 
mitted to the rear wheel by means of belts 
and pulley, provision being made for the 
takeup of the belt. 

The motor itself impressed one as being 
unusually simple, neat and compact; the 2*4 
h p. weighs but fifty-five pounds. The bat- 
teries and carburetter are hung within the 
frame, as usual, but many of the connec- 
tions are concealed from view, and the ma- 
chine does not appear to be cluttered up in 
any way. The wheel base is lengthened a 
trifle, and the whole frame is very strongly 
constructed. Mr. Thomas believes, above 
everything else, in reserve strength, and at- 
tains this end without any unnecessary 

The most striking features of the whole 
machine, aside from the motor itself, are the 
front forks, which are in reality two pairs 
of forks, joined at the head, thus making 
what is practically an unbreakable front. 
The frame lines will be made in several de- 
signs, one of which provides for the emer- 
gency of the motor being disabled, in which 
case the rider can uncouple the engine, so 
to speak, and pedal home. 

The motor tricycle shows a striking ad- 
vance in detailed construction, although the 
general appearance of the machine does not 
differ from those now in use. The same is 
true of the quadricycle, which is, of course, 
an interchangeable machine with the tri- 
cycle. All the fittings that are to be sup- 
plied to the trade are made so that the 
angles correspond to the standard bicycles 
now in use. 




Manufactured By 


Selesroom I7O Summer Street, BOSTON, HASS. 


In the SID WELL No. 10 and JO-B, you recognize old 

The No* 10 is a pedal suitable for road work on low 
drop bicycles* 

The No* JO-B was designed to afford the rider oppor- 
tunity to change from rat-trap to rubber by thinking about it* 






46 J 


Metropolitan Meet That Affords Opportune 
ties and Should Attract a Crowd. 

installed, so that no electric vehicle will 
want for power. 

Entries will be accepted up to Saturday 
next by P. T. Powers, St. Paul Building, 
New York City, who is managing the affair. 


How the Latter Suffers From the Short= 
comings of the Former. 

In addition to the usual horse racing, trot- 
ting, bicycle racing and the exhibits to be 
given at the Tri-State Fair, to be held at the 
North Hudson Park, Guttenburg N. J. (just 
opposite New York), September 18 to 22, a 
pretentious programme of events for moto- 
cycles and automobiles has been included, 
which will be carried out on the first day, 
September 18. 

The events are as follows: 

Event No. 1— .Grand parade, in which all 
vehicles entered for exhibit and competition 
will take part. Distance one circuit or more 
of half-mile track. Silver cup awarded to 
the vehicle making the finest appearance in 
parade. A special prize to the best decorated 
vehicle in parade. 

Event No. 2— Two-wheel vehicles, bicycles, 
tandems, etc. Distance five miles. Four 
must start. Purse $175, cash or plate. Di- 
vided, $100 to first, $50 to second and $25 to 

Event No. 3— Three-wheel vehicles, tri- 
cycles, etc. No assistance from pedals ex- 
cept in starting. Distance five miles. Four 
must start. Purse $175, cash or plate. Di- 
vided, $100 to first, $50 to second, $25 to 

Event No. 4— Electric vehicles, four wheels, 
to carry two. Distance ten miles. Purse 
$175, cash or plate. Divided, $100 to first, 
$50 to second, $25 to third. Four must start. 

Event No. 5— Gasolene vehicles over 1,000 
pounds weight, four wheels, to carry two. 
Distance ten miles. Purse $175, cash or 
plate. Divided, $100 to first, $50 to second, 
$25 to third. Four must start. 

Event No. 6— Gasolene vehicles less than 
1,000 pounds weight, four wheels, must 
carry two passengers. Distance ten miles. 
Purse $175, cash or plate. Divided, $100 to 
first, $50 to second, $25 to third. 

Event No. 7— Steam vehicles, four wheels, 
to carry two passengers. Distance ten miles. 
Purse $175, cash or plate. Divided, $100 to 
first, $50 to second, $25 to third. Four must 

Event No. 8— Ten-mile open championship. 
Open to only first and second prize winners 
in Classes 4* 5, 6 and 7. Prize $150, cash or 

Brake manipulation test — Open to all ve- 
hicles to determine brake efficiency. Com- 
petitors have a rolling start and stop at 
given signal. First prize, solid gold die 
medal valued at $50. 

Event No. 10— Obstacle race, open to all 
vehicles, excepting bicycles and tandems, and 
without pedal assistance, to determine man- 
ageability and tractability of vehicle. Each 
contestant shall endeavor to pass between 
the obstacles without displacing any, and 
the competitor who accomplishes this in the 
quickest time shall be declared the winner. 
Distance 100 yards. To be arranged for by 
officials of meet, according to their judgment 
and selection. First prize, solid gold medal 
valued at $50. 

On the North Hudson Park there are two 
tracks, one-half mile and one mile. The 
half-mile is twenty feet wide and banked 
for bicycle races. The one-mile track is 
seventy feet wide, oval shape, while The 
stretch on the mile track is fully one-third 
of a mile long. In case there are too many 
entries to run off the event in one heat, trial 
heats will be run and the winner and sec- 
ond man in each heat will compete in the 
final. A complete charging plant has been 

Designed by a flarquis. 

Italy is seldom reckoned a factor in the 
cycle trade, but it has, nevertheless, given a 
few ideas that have attracted attention. One 
of these is the bicycle motor shown by the 
accompanying illustration. It is the design 
of a Marquis, too — Marquis Carcano — and is 
being marketed by the Agenda Internazio- 
nali Automobilistica, of Milan. 

The motor js one of the lightest made, 
weighing, with its battery, carburetter, etc., 
only thirty pounds. It is of the air cooled, 
electrically ignited type, and has an exter- 
nal flywheel, a small pulley being fixed on 
the opposite end of the crank shaft. The 
bicycle, to which it is affixed, is driven by a 
belt engaging this pulley and a light rim 
attached to the side of the rear wheel, as in 
the case of the Orient motor bicycle. 

Footpaths for Pedestrians. 

That the footpath is intended for the use 
of pedestrians alone is the opinion of Pre- 
siding Justice Adams, of the Appellate Di- 
vision of the Fourth Department of New 
York State, who has set aside an award of 
a lower court in the case of Minnie Morri- 
son against the city of Syracuse. 

It seems that the right to ride a wheel on 
the sidewalks of some streets in Syracuse 
may be acquired by the payment of a small 
fee. The plaintiff while in the enjoyment 
of this right was thrown from her wheel 
and her arm was broken. The accident was 
caused by a depression of four indies in 
the middle of a plank sidewalk four feet 

There was a verdict of $500 against The 
city, which the Appellate Division has set 
aside, because it is "firmly of the opin'on 
that the plaintiff, in the circumstances of the 
case, would have escaped injury if she had 
been on foot." 

"I note with pleasure the appearance of 
the first New York edition of the THE BI- 
REVIEW. It is a very creditable paper, and 
there is no reason, in my opinion, why it 
should not be a permanent success." — The 
Hartford Rubber Works Company, Lewis D. 
Parker, President. 

"Give a dog a bad name and it will stick 
to him," says the adage, and it would not 
be easy to find a case where it is more appli- 
cable than to the spring frame. 

Because the early spring frame machines 
were crude and clumsy and complicated, and 
many of them based on entirely wrong prin- 
ciples, and, above all, because they failed, for 
reasons not justly to be set against them, to 
properly perform the task allotted them, to 
opinion was formed that they were delusions 
and snares. So the trade and public became 
almost a unit in casting terms of opprobrium 
at them, and ever since they have been a by- 

Consequently the task of rehabilitating 
them was a formidable one. It was beset 
with more difficulties than would have been 
the case if it were an entirely new idea. It 
had to live down its past bad reputaiton be- 
fore it could even obtain a hearing. 

It made little difference that the new 
spring frame machine was not a spring- 
frame; that it was not called a spring frame, 
and that every effort as made to sink the 
spring frame a thousand fathoms beneath 
the sea as far as recollection of it went. 
Riders were either incredulous or suspicious, 
and nothing but a long course of education 
could eradicate from their minds the belief 
that spring frames were all alike and all bad. 

Consequently exceedingly slow progress 
was made in bringing the new cushion frame 
to the front. In fact, it seemed at times as 
if it never would get there. People would 
examine it, and remark that it had good 
features; but they invariably wound up by 
saying that spring frames had had their day, 
and it was futile to endeavor to revive them. 
This particular one might be better than the 
others ; in fact, it did appear to be ; but it was 
impossible to prevent the public from class- 
ing it with its predecessors of unsavory 

But it was one of those happy occasions 
when genuine merit won out, nothwithstand- 
ing the heavy odds against it. The victory 
is all the more creditable by reason of its be- 
ing won in spite of the disinclination to 
change, which has strengthened as the years 
went by. The maker, who some few seasons 
ago would have welcomed a novelty of any 
kind, now considers very long and very 
seriously before be can make up his mind to 
try this one. This, too, in spite of the fact 
that there is an undoubted and a growing 
demand for it. 

As it is, progressive makers and dealers 
are the ones who take most naturally to the 
cushion frame machine. They find that it 
appeals to a class of trade that, although 
limited at present, wants something better 
than the ordinary machine, and, best of all, 
is willing to pay for it. 

In a machine of this character this desire 
is gratified, and the happy customer goes 
around telling his friends of his good for- 
tune. He is, therefore, a rare good invest- 

Maiden Does Not Mourn. 

Dealers at Maiden, one of the many sub- 
urban towns with which Boston is blessed, 
have no reason to complain of the season 
now coming to a close. According to "The 
Maiden Mail," it has been "one of the most 
prosperous that the local dealers have ever 




New Haven Mechanic Believes he has 
Made Them Practical for Vehicular Use. 

To the long list of forces capable of gener- 
ating power to propel vehicles is to be added 
another. All that is accomplished by steam, 
electricity, gasolene, compressed and liquid 
air, etc., is promised for the now power. 

It is nothing more or less than the ordi- 
nary gun powder in general use all over the 
world. Experiments have been conducted 
with it, and are said to have been highly 
successful. Of course, it is designed to pro- 
pel motor vehicles, they being the recipient 
of the attention of the majority of inventors 
at the present time. Having electricity, 
steam and gas before him as the favorite 
methods now in use, the inventor has been 
impelled to design a gun powder motor that 
would be superior to any of the three. He 
claims that he has succeeded. 

The experimenter is Herbert E. Fielding, a 
mechanic, of New Haven, Conn. The power 
he utilizes is the explosion of minute charges 
of gun powder, fired in either end of a 
phosphor bronze cylinder, and is thus de- 

These charges are very small, not much 
larger than what is needed for a .32-calibre 
cartridge. The rapid explosion, however, 
serves to create an enormous force, and at 
the same time a very economical source of 
power. An experiment with a ten pound 
can of the best Dupont powder furnished 
force estimated enough to push the vehicle 
300 miles. 

Fielding has been working quietly upon 
the model at his shop in Winchester avenue, 
and expects to be able to make a road trial 
in a short time. At present the motor is 
simply geared to a light business wagon, but 
an order has been given for a regular auto- 
mobile body, which will be done in a couple 
of months. 

The motor is exceedingly simple, the small 
charge of powder being fed into the cylin- 
der by an ingenious device. The cylinder 
itself is jacketed in a tank of glycerine, 
which prevents undue heating. 

The principal merit of the invention is the 
safety of the appliance, no other inventor 
having yet been able to use powder with- 
out the danger of an explosion in the maga- 
zine. In Mr. Fielding's motor the powder 
is fed in similar to a cartridge loading ma- 
chine, and the powder being stored in a 
dozen steel shells, quite a distance apart and 
all opening downward, should there be an 
explosion of one or all of the shells, no pos- 
sible harm could result, as the explosion is 
absolutely unconfined. 

Several New York capitalists are taking 
an interest in the new motor, and should 
the machine demonstrate practically its 
merits as confidently expected by the in- 
ventor, there will be no lack of friends to 
place it upon the market at once. 

WANTED : Cheap, but reliable and fully 
guaranteed wheel suitable for conti- 
nenal trade. Dunlop, steel or wooden 
rims only, brake with rubber shoe and mud 
guards. Send full particulars and illustra- 
tion to P. DESPLAND & CO., 

Lausanne, Switzerland. 

July Poor In Exports. ALCOHOL POWER 

Statistics of the July exports in no way 

vary the monotony; the figures for the month Experiments That May Someday Hake it 

serve only io further the decline. Japan and ... ... 

the Philippines are the only countries that Available for Motocycle Use. 

show increases over the corresponding month 

of the previous year. Cuba's monthly totals Although a seeming paradox, it is a fact 

show how quickly that island was supplied. that alcohol is both one of the cheapest and 

For the seven months ending with July 01ie of the most expensive liquids produced 

Japan is also the brightest spot, its increase Quality being brought 

amounting to almost 400 per cent. Of the oy man ' tne latter <l uallt y Dem » orougnt 

decreases, that credited to France is the most about by taxation. Experiments in this 

noteworthy. Comparatively speaking, that field in Europe have shown that it can be 

country held up much better and much produced at but a fraction of even its pres- 

longer than either Germany or Great Britain t t and h j f th diBC0Tery , s 

but the shrinkage of its trade is now ot about ' „ , 

the same ratio. dependent upon the finding of some method 

"The figures in full follow: whereby it can be confined strictly to the 

—July.— —Seven months ending July. — 

1899. 1900. 1898. 1899. 1900. 

Values. Values. Values. Values. Values. 

United Kingdom $34,218 $25,396 $1,467,787 $578,518 $348,223 

France 16,075 7,202 433,297 386,693 165,607 

Germany 24,609 14,608 1,268,630 705,515 303,715 

Other Europe 37,525 20,539 768,637 775,371 560,009 

British North America 21,642 13,182 525,778 490,355 325,910 

Central American States and Hon- 
duras 573 101 3,717 3,414 786 

Mexico 3,839 1,878 41,899 29,740 9,912 

Santo Domingo 170 1 577 298 128 

Cuba 11,803 1,870 3,345 32,476 61,564 

Porto Rico Ill 1,206 1,598 1,461 

Other West Indies and Bermuda 5,289 3.387 44,639 40,408 27,817 

Argentina 7,712 4,696 68,579 174,747 59,994 

Brazil 2,664 931 68,441 19,498 13,512 

Colombia 205 58 5,658 4,951 3,297 

Other South America 7,786 2,394 28,919 34,545 27,501 

China 4,031 1,914 12,658 13,082 16,294 

East Indies (British) 12,650 4,454 82,634 68,139 37,393 

Hong-Kong 735 953 5,523 5,690 4,525 

Japan -. 18,735 25,422 59,171 45,870 160,268 

British Australasia 29,782 17,572 128,143 140,737 132,512 

Hawaiian Islands 4,364 29,784 32,473 

Philippine Islands -. . 6,236 958 28,930 

Other Asia and Oceania 5,534 3,919 48,854 27,718 18,396 

Africa 14,844 9,657 101,432 123,674 27,799 

Other countries 69 40 1,622 254 317 

Total $264,965 $166,410 $5,171,146 $3,734,033 $2,368,343 

As a Seasonable Sideline. mechanical arts. Failing this, the various 

The Indiana Chain Co. of Indianapolis, governments will have to step in and prevent 

whose bicycle watch fob is well known, the conversion of their peoples into nations 

have given it a political twist, so to speak; of drunkards by taxing almost to the pro- 

that is to say, the fob is made to include pict- Mbm . t n t m otnerwise be al ; 

ures of either Bryan or McKmley, the chain * 

links being, as before, of the bicycle type. most as cheap as water. 

The Indiana people say that it is meeting Now comes a French engineer who advo- 

with a ready sale, and as a seasonable side- ca t es the use of alcohol for motor vehicles 

line it should interest jobbers and dealers gasolene, and motors are, it is 

generally. ° ' 

said, being altered so as to consume the 

Strong on Long Cranks. former. There is no fear of explosion with 

alcohol, and it has a great advantage in the 

The New Rapid Cycle Co., the English matter of cost.. 

apostles of high gears and long cranks, are 

doing some telling work in pushing the idea. N chainlet MerhanUm 
Here, for instance, is one of their strokes: 1New ^"a ,n| ess Mechanism. 
"We undertake to save 25 per cent of your Engineers who are conversant with Will- 
power and add 50 per cent to your pleasure iam's patent valveless engine, and the 
by the use of long cranks and high gears. method by which he transforms reciprocat- 
We guarantee your winter riding through ing into rotary motion from the piston rod, 
mud to be made as easy as summer riding will learn with interest that this talented 
on a short cranked machine. We will sell inventor has adapted his substitute for the 
you a New Rapid on these conditions." crank to the propulsion of a chainless bi- 
— . cycle, says the English Cyclist. Lay read- 
Part thp Mntnr Pl av « ers inust not imagine, however, that the 
part tne motor Kiays. ordinary pedalling cranks are dispensed 
As an example of how the "old order w i t h. Mr. Williams's crank substitute is 
changes" there is the case of a Brooklyn adapted in the above case to transmit the 
(N. Y.) bicycle salesroom and riding acad- rotary mo tion of the transmission shaft to 
emy, erected especially for that purpose a t he driving wheel hub. It takes the place of 
few years ago, which is now being changed the mitre bevel gear wheels, as used in the 
into an establishment for the sale and rental Acatene. What the effect of this unique 
of motor vehicles. method of drive may be we cannot say, 
until after the trial, but, so far as a spinning 

" Motocycles and How to Manage Them " The Good- test goes, it appears to run very Sweetly, 

man Company. adds The Cyclist. 




Were Said to be Used for Case Hardening 
— Refutal Followed. 

In the various processes of case harden- 
ing metal parts that hare to stand a great 
deal of wear, bone dust is one of the most 
essential ingredients required. 

The parts to be treated are embedded in a 
mass of this dust and subjected to various 
degrees of heat, after which they are allowed 
to cool. By deft manipulation on the part of 
the operator different kinds of bone dust 
can be made to produce various and beauti- 
ful colors. These colors depend to some ex- 
tent on the kind of bone dust used. 

At Blmira, N. Y., where, at the factory of 
the Eclipse Manufacturing Company, the 
Morrow coaster-brakes are produced, the 
case hardening of various parts of the de- 
vice is one of the most important and in- 
teresting operations there performed. The 
striking blue effect of the brake rings, for 
instance, is produced by case hardening, and 
by that peculiarity alone— quite as much as 
by the enlarged half of the hub— the Mor- 
r<> device can be told at a glance. The wear- 
ing qualities of the rings are also increased 
many times over by this process. 

Large quantities of bone dust are used by 
all concerns doing much case hardening. 
There is one Connecticut firm which makes 
a specialty of supplying nice, clean, freshly 
ground bone dust, presumably using meat 
bones for the purpose. Other firms make 
their own bone dust, evidently finding it 
cheaper and more satisfactory to do so when 
they use large quantities of it. Among such 
concerns, evidently, is the Eclipse company. 

Apparently, the supply of bone is not al- 
ways equal to the demand. This fact last 
week gave rise to the report that one of 
the sources of supply laid under contribu- 
tion by the Eclipse company was the grave- 
yard of one of Elmira's reformatories, and 
the good people of that town were naturally 
very much exercised over the" matter. 

The bones were taken from the reforma- 
tory, so the story ran, by one Spiegal, who 
buys and sells bones as a regular business. 
By him they were turned over to the Eclipse 
company, by them to be ground into dust 
and finally to find their way into the case 
hardening pot. Of course, no one in Elmira 
had any objection to the case hardening that 
went on at the Eclipse factory, nor even to 
the grinding of bones on the premises for 
that purpose. But that the bones of human 
beings, even though the latter belonged to 


Look in your tool-bag when buying a wheel. 
If you see a 

the criminal or unruly classes, should be 
made use of, was quite another matter. 

If the demand for bones was so great that 
they had to be dug out of graves it was not 
easy to tell where the matter would end. The 
supply at the reformatory would not last 
forever, and when it was exhausted it would 
be only natural to turn to other graveyards 
for a further supply. In such case no one's 
bones would long be safe, and the time 
would come when the practice would have 
to be stopped with a short turn. So imme- 
diate action was the thing necessary. 

At the very threshold of the investigation 
that ensued, however, the whole fabric built 
up around the graveyard story fell to the 
ground. The tale was absurd on the face of 
it, and this was soon shown to the entire 
satisfaction of all concerned. 

The single grain of truth in the story was 
that the bones came from the reformatory. 
But they were not the bones of human be- 
ings. Instead they were but the bones which 
entered the institution clothed with meat in- 
tended for the consumption of the inmates; 
in short, they were the bones of cattle, and 
used because they were cheap, easily pro- 
curable and well adapted for the purpose re- 
quired of them. The Eclipse company had 
nothing to do with them beyond purchasing 
them from the junk dealer, Spiegal. 

And thus was punctured what bid fair to 
be a good sized sensation. 

Best None too Good. 

As motor vehicles become more numerous 
the need of special lubricants becomes more 
pronounced. For the various parts requir- 
ing lubrication different qualities of oil and 
grease are required, and unless the maker 
prepares them with a view to the particular 
uses to which they will be put the result is 
frequently anything but satisfactory. The 
matter is aggravated by the ignorance of the 
majority of riders regarding the require- 
ments of the parts requiring lubication. They 
learn after a while, of course, but this 
process takes times, and in the meanwhile 
the machine is suffering from a lack of the 
proper oils. 

No want ever arose that was not sooner or 
later supplied, however. Already there are 
lubricants on the market especially adapted 
for the use of automobilists and motocyclists, 
and their number is certain to be largely in- 
creased within the next year or two. One 
of those already in the field is A. L. Adams, 
of Wilsonville, Conn., who covers his trade 
on a motocycle and points to the running of 
his machine as a proof of the excellence of 
his lubricants. His advice to motocyclists 
is to use the best lubricants that can pos- 
sibly be procured, adding significantly that 
"the best is none too good." 



n^Tnr \*z§su*x£z& :s;S'^^& sgj tl,e ordinary oil can ' The probability 

CUSHHAN & DENISON, Mfrs., 240=2 W. 23d St., N. Y. 



(Oldest Pedal Manufacturers in America) 

We are still f doing 
business at the old 
stand and propose 
continuing to do so 
for sometime to come 

Curtis Pedals 


Will maintain the 
reputation they have 
always had <£ That's 
the best we can say 
for them «£ <& <£ <& 
We are now ready 
to talk prices *£ and 
make contracts <& «£ 
Are you ? <& <£ <£ 

Reed & Curtis 
Machine Screw Co. 




The Retail Record. 


Stillwater, N. v.— A. J. Wood, sold out. 

Milford, Mass.— Charles Merwin, closed. 

Caledonia, Mich.— J. E. Kennedy, sold out 

Hartford, Conn.— Ralph E. Page, No. 419 
Main street. 

Syracuse, N. V.— B. C. Algie, closed out 

Almond, N. Y. Mark Tenney, making- al- 
terations and improvements. 

Rochester, N. V.— .lay D. Hussey, Main 
street, has built an addition. 

Binghamton, N. Y.— Callahan & Douglas, 
No. 57 Court street, closing out bicycles. 


Bay Shore, N. Y.— Hardy & Truax, re- 

Provincetown, Mass.— Peter Rogers, re- 

Bay City. Mich.— William R. Neweoinb, 
A si or House Block, repairing. 


Detroit, Mich.— C. G. Bleasdale, gave bill 
of sale. 

Joplin, Mo.— J. L. Coesir, chattel mort- 
gage released. 

Waterbury, Conn.— Charles W. Messer, 
gave bill of sale. 

Newton, Mass.— Charles L. Lynch, gave 
chattel mortgage. 

Bayonne, N. J.— J. H. Livingstone, gave 
chattel mortgage. 

New Bedford, Mass.— E. M. & M. E. Cun- 
ha, gave chattel mortgage. 


"Winnipeg, Man.— J. McLean, Portage 

Port Huron, Mich.— Warren Buckner, loss 
$50; no insurance. 


• Buffalo, N. Y.— James McCrea, No. 1.59S 
Bailey avenue, store broken into and a lot 
of sundries and fittings stolen. 


Newark, N. J— G. W. Condon, jr., judg- 
ment for $24 filed. 

New Brighton, Pa.— J. S. Ruth, applica- 
tion to force into bankruptcy. 

Recent Incorporations. 

Waltham, Mass.— The Waltham Motor Car- 
riage Company, with $300,000 capital stock, 
$500 paid in; to manufacture and deal in 
automobiles, bicycles and electric goods. The 
officers are: President, W. A. Ingraham, of 
Lowell, Mass.; treasurer, Robert B. Johnson, 
of Waltham, Mass. 

Boston, Mass.— Boston Specialty Com- 
pany, with $150,000 capital, to do a general 
tire infiator business. Incorporators— G. W. 
Wilson, R. W. Jackson, E. R. Metcalf, all 
of New York, and A. Metcalf and J. Abbott. 

Niles, O.— Columbian-Morgan Handle Bar 
Co., with $500 capital. Directors, Chas. W. 
Morgan. E. C. Brainard, W. H. Foster, 
Myron L. Arms and C. H. Kilburn. 





324 Dearborn Street CHICAGO 

Which is More Resilient? 

Across the water a discussion has been 
started as to which tire is the more resil- 
ient, a large one or a small one. The mat- 
ter is epitomized in this fashion: 

"The point in dispute is as to whether a 
small tire or a large tire possesses most of 
that quality which makers are aiming at 
and riders are longing for. 

"I have heard the opinions of some that a 
large tire has more of the springing nature 
in it than a smaller one. Now, I believe they 
are wrong in their contention. I maintain that 
the opposite to resiliency is drag, and as a 
big tire is acknowledged to have more drag 
on the road than a small one it follows that 
the latter has the more resiliency." 

Liberty Autobell. 

The Liberty Bell Company, of Bristol, 
Conn., are bringing out a new bell for auto- 
mobiles which "they call the Autobell, and 
which is shown by the accompanying illus- 

It is an electric chime bell, operated by foot 

pressure. Both gongs revolve, serving the 
purpose of a balance wheel, and as they are 
attached to a loose axle or arbor, instead of 
being rigidly held, the best possible results 
are obtained. Secured to the axle are two 
hammers which strike the gongs alternately. 
As no set screws are necessary to hold the 
gongs in place, the appearance of the bell is 
not disfigured thereby. It is easy to operate, 
compact, durable, neat in appearance and 
musical in tone. 

England's Effort to Hold Export Trade. 

To meet the pressure of competition and to 
hold its export trade Great Britain schemes 
to overrun the world with expert commercial 
lecturers. The idea Is being worked out by 
the National Lecture Society, whose secre- 
tary gives these details of the plau: 

"Through these lectures we anticipate in- 
creasing British trade and spreading a. better 
knowledge of articles manufactured In this 
country. We hope to travel around the 
world and in each centre where a con-mer- 
cial community exists to deliver an address 
upon British manufactures, under 1be aus- 
pices of the local chamber of commerce. 

"The subjects will be classified according 
to the different trades; for instance, the larg- 
est makers of mining machinery in this coun- 
try wish to make known their superiority 
over makers in other parts of the world find 
to be recognized in mining districts of Amer- 
ica and Australia. So, on visiting these 
countries, our lecturer will give an address 
on mining machinery, and in this way place 
the two countries in touch with each other. 
We shall touch upon every line of manu- 
facturing interests of importance to Great 

Boon to Farmers. 

It is not the road motor vehicle alone that 
is receiving all the attention at the hands of 
the trade just now. The traction vehicle for 
farm work has made its appearance, and it 
is claimed for it that it will go just as far in 
the direction of revolutionizing farm work as 
will the motor-propelled vehicle used on the 

"Clark's Automobile Vehicle" is the name 
of the new aspirant for public favor, aad it 
is manufactured by William G. Clark, 33 
Chester street, North Cambridge, Mass. 
Either steam or electric power can be used 
to propel it, and it may be constructed into 
any form of vehicle for the heaviest or the 
lightest uses. 

The inventor says he has built these ve- 
hicles and taken them into the fields and 
plowed with from one to five plows at once, 
showing conclusively that the same power 
machines will transport produces of the farm 
from field to market or elsewhere, nud will 
do general freighting and expressing over the 
common roads; also parcel wagons for carry- 
ing out goods. 

This type of vehicle, it is claimed, has su- 
perior means for climbing grades and for 
economy in drawing loads of merchandise 
over roads and inclines. It will thresh 
cereals, pump water for irrigating the crops 
and other uses, saw wood, also lumber by 
taking it (the steam motor) into the timber 
lot and with a portable saw mill manufac- 
ture lumber all winter, fuel and water cost- 
ing nothing, as all the waste may be used to 
generate the steam power to drive the saw. 

Another advantage, with equal usefulness, 
is the ability to use it on the plantations in 
Cuba, Porto Rico and elsewhere for raisins 
and manufacturing the beet and cane sugar. 
It greatly reduces the cost of production and 
no temporary rail is required to transport 
the raw 7 material from the field, as the motor 
will haul it if necessary. The better the 
roads the cheaper its use. 

Favors Motocyclists. 

Owners and operators of motocycles and 
other motor vehicles are interested in a de- 
cision rendered on Tuesday last by Magis- 
trate Olmsted in the Jefferson Market Court, 
New York. 

The Magistrate decided that an operator 
of one of these vehicles which has less than 
ten horse power need not be a licensed en- 
gineer. This will admit the well-to-do driv- 
ers, who have been unable to operate their 
own vehicles owing to the fact that they 
were not licensed engineers and did not be- 
long to a labor union. 

The case that caused the decision was 
that of Stanley D. Atkinson, who is em- 
ployed by John Wanamaker to sell auto- 
mobiles and instruct the purchasers in the 
operation of them. He was at Sixty-third 
street and Fifth avenue on August 30, when 
he was arrested by Bicycle Policeman G. 
H. Conneally, who is detailed to look out 
for offenders of Section 342 of the City Char- 
ter, which provides that no person except 
licensed engineers can use a steam boiler 
carrying over ten pounds of steam and ten 

Atkinson, it was charged by the policeman, 
had an automobile carrying 220 pounds of 
steam. Atkinson admitted that he had, but 
said that the vehicle had only six and one- 
half horse power. 

Magistrate Olmsted then discharged him, 
deciding that the vehicle did not require a 
licensed engineer. 

"Motocycles and How to Manage Them." 
The name explains the nature of the book. 
Price 75 cents. For sale by The Goodman 
Company. * * * 




Some Big Shipments During the Week 
Australia's Heavy Purchase. 

- British Australia this week took one of the 
largest shipments of cycle stuff that has left 
these shores in some time, its value reaching 
well over $26,000. The week which closed 
Tuesday was, however, unusually satisfac- 
tory all around from the export standpoint. 
England was a heavy buyer, and Japan, 
Brazil, Denmark, New-Zealand, the Phillip- 
ines and Holland all took purchases that 
reached into four figures. The record in de- 
tail follows: 

Antwerp— 2 cases bicycle material, $30. 

British East Indies— 3 cases bicycles, $72. 

British Possessions in Africa— 14 pgs, bi- 
cycle sundries, $353; 12 crates bicycles, $448. 

British Guiana— 1 crate bicycles, $20; 2 
cases bicycle material, $162. 

Brazil— 5 crates bicycles, $202; 3 cases tri- 
cycles. $68; 2 cases cyclometers, $325; 3 cases 
bicycle material, $900. 

British West Indies— 10 pgs. bicycles, $416; 
4 cases bicycle material, $119. 

British Australia — 172 cases bicycles, $21,- 
579; 40 cases velocipedes, $1,217; 79 pgs. bi- 
cycle material, $3,729. 

Copenhagen— 13 crates bicycles, $600; 16 
cases bicycle material, $717. 

Cuba— 11 crates bicycle material, $496; 2 
crates bicycles, $22; 2 cases velocipedes, $30. 

Chili— 1 box velocipedes, $16. 

Danish West Indies— 1 case bicycle ma- 
terial, $36. 

French Guiana — 1 case bicycle material, 

Glasgow— 8 cases bicycles, $120. 

Gothenburg— 1 crate bicycles, $35. 

Hayti— 1 crate bicycles, $23. 

Hamburg— 5 pgs. bicycles, $185; 8 cases 
bicycle material, $45. 

Japan— 236 crates bicycles, $4,415. 

Liverpool— 7 cases bicycles, $216; 1 pg. bi- 
cycle material, $39. 

London— 8 crates bicycles, $315; 16 cases 
bicycle material, $695; 35 cases locomobiles, 

Lausanne— 21 crates bicycles, $560; 1 case 
bicycle material, $30. 

Mexico— 5 crates bicycles, $120. 

New Zealand— 50 cases bicycles, $1,934; 12 
cases bicycle material, $516. 

Newfoundland— 1 case bicycle material, 

Porto Rico— 2 pgs. bicycle material, $41; 
1 crate bicycles, $21. 

Philippines- 81 pgs. bicycles, $2,749. 

Peru— 1 case bicycles, $20. 

Rotterdam— 92 pgs. bicycle material, $1,860. 

Southampton^ crates bicycles, $198; 19 
cases bicycle material, $3,910. 

Siam— 5 crates velocipedes, $82. 

United States of Colombia— 2 packages bi- 
cycles, $79; 1 case velocipedes, $24. 

One in Ohio. 

On the application of the American Bicycle 
Co. Judge Bigger last week appointed Hiram 
Bronson receiver for the Ohio Cycle Co., 216 
South High street, Columbus, O., H. A. Mc- 
Ginnis, proprietor. The receiver will be 
placed under $5,000 bonds. 

The petition asking for the appointment 
of a receiver recites that the defendant owes 
the plaintiff $26.84 on a note of sixty days 
dated June 1.1900, and that it has been duly 
presented to the Ohio National Bank for pay- 
ment, which was refused. 

The plaintiff further alleges that the de- 
fendant company is insolvent and asks for 
the appointment of a receiver. 

Handle Bar Family Increased. 

When the Sanger handle bar family makes 
its appearance for fall inspection its in- 
crease is certain to attract attention and 
cause remark. 

The well known Sanger adjustable will re- 
main the big brother of the family, but it 
will no longer be alone. There will be 
Sanger extensions, Sanger reversibles, sta- 
tionary Sangers, each with any variation or 


twist that the trade may require. The re- 
versible is shoAvn by the accompanying illus- 

The Sanger Handle Bar Company— to use 
their own language — mean to give the right 
thing at the right price, and they are now 
ready to talk business and show goods. In 
addition to their bars they will also supply 

seatposts; one of their patterns is here 

The Sanger people, as ever, will stand be- 
hind their goods and protect all and any 
who may buy, sell or use them. Although it 
is not generally known that, like other 
handle bar makers, they ran afoul of the 
trust's Copeland patent, they acknowledged 
the corn and had about arranged to pay 
royalty when the A. B. C. suddenly applied 
the thumbscrews and broke off all negotia- 
tions. The Sanger genius at once got to 
work, and the result is a Sanger bar that 
their lawyers state the trust cannot touch 
with the Copeland patent or any other. 

Sidwell in His New Role. 

The new Record Supply Co., Boston, with 
Arthur Sidwell at the helm, makes its for- 
mal bow to the trade this week. Sidwell's 
line of campaign has been formulated, and 
his offerings— the Sidwell and Bennett pedals 
—need little introduction to the trade. The 
distinguishing features of the former, here- 
tofore known as the Record, are retained 
practically unchanged. In both the rat-trap 
and rubber form they stand out clean cut 
and striking, and so . well known are they 
that with the Bennett the simple announce- 
ment that they can be procured of the Rec- 
ord Supply Co. ought to be almost sufficient 
to achieve the desired purpose. 

Signs of Saddle Unrest. 

There are signs of unrest among saddle 
makers and users. It would not be surprising 
if radical changes in patterns should be 
made next season, although it is not easy 
to say what direction they would take. 

Its Future Assured. 

The future of the motor bicycle is n >w 
pretty well assured. The "funny papers" 
have taken it up. "Life" makes it the basis 
of a considerable cartoon. 

Why Some Businesses Have Fallen Off 
Other Dealers Report Large Gains. 

"We may as well face the music and ad- 
mit that loss of enthusiasm has caused the 
decline of cycling," says the Knight Cycle 
Co., of St. Louis. "The older riders have 
quit and the new crop can't show as much 
love for the sport among one hundred of 
them as one good old-timer who was so per- 
meated with it that it fairly oozed out of 

"There are contributory causes, but they 
would soon be overcome with the aforesaid 
enthusiasm. We rush a sport hard and drop 
it as quickly in America. We want some- 
thing new, and we are getting it in golf and 
the automobile and motocycle. 

"The wealthy like what the poor cannot 
afford, so the new sport becomes popular and 
the poor ape the wealthy, so the sport 
spreads. When it gets common the smart 
set leave it and the medium closs do the 
same, till, as now, the bicycle does not oc- 
cupy the position in our daily life that it 
merits merely as a conveyance. Of course 
its utility would be strengthened mauy fold 
by good streets and roads, but in this 
sparsely settled country, with such flue 
railroad systems, Utopean roads are strictly 
of the future. We think the soludon is to 
take up the motor driven vehicle, and Hie 
few that remain in the bicycle business will 
then have enough left to keep them going." 

"In our opinion the principal cause of the 
diminished sales this season is the fact that 
the well-to-do classes have lost interest in 
cycling," say E. P. Moriarity & Co., of Kan- 
sas City. "All of our local sales this sea- 
son have been to people who use the wheel as 
a means of conveyance, and to boys. In for- 
mer years we had a good trade among busi- 
ness and professional men. This season it 
is almost entirely missing. This has also 
affected our sundry and repair trade, as a 
large number of these business and profes- 
sional men who have wheels do not ride 
them now. 

"The motocycle in its various forms will 
probably help out the dealer in this terri- 
tory to some extent, but we fear that he 
cannot look for any considerable business in 
this line for two or three years to come." 

"What is my opinion as to the probable 
cause or causes of the diminished sales of 
bicycles during the season just closing? I 
am very happy to state that I do not belong 
to that number," writes E. H. Crippen, of 
the Avery Cyclery, Los Angeles, Cal. "The 
sale of wheels with me in both wholesale 
and retail way in the State of California 
has been nearly double that of last year, 
with the best of prospects for the future." 

"We have not experienced any diminution 
of sales during the past season," says the S. 
B. Bowman Cycle Company, of New York; 
"on the contrary, our business has been bet- 
ter this year than it has for some years past." 

"Better classes have given up cycling and 
sameness of this year's models with those of 
the past"— these, in the opinion of W. C. 
Rands & Co., Detroit, are the causes that 
have served to lessen the season's sales. 


It is not believed that the Keating com- 
pany will resume after its affairs have been 
wound up. 



First Cycling Journal 

in America, 

The Bicycling World 



Always Good, It Will Be Better Than Ever* 




: : 



124 Tribune Building, New York. | 


♦ ♦ 

♦ Enclosed find $2.00 for which enter my ♦ 
I subscription to the BICYCLING WORLD for | 

♦ one year, commencing with the issue of 

t Name 

: : 

t Address 1 

! I 

♦ ♦ 




How to Secure German Trade. 

There are three methods of securing Ger- 
man trade, writes Consul General Mason of 
Berlin, each of which has something to com- 
mend it. 

These methods are through the medium 
(1) of a general importing house, or (2) of 
a special agency exclusively for handling 
American merchandise, or (3) a branch Louse 
of the exporter established abroad for that 

It must be stated at the outset that a 
fourth method— the theoretical scheme usu- 
ally adopted by the inexperienced Ameri- 
can exporter, who imagines that German re- 
tailers or small wholesalers will order their 
goods by mail, pay for them f. o. b. New 
York, and import them by small loti to 
Germany at their own expense and trouble 
—is illusory and may as well be abandoned 
at the outset. 

Returning to the three methods above in- 
dicated, the choice of either of them will 
depend upon various circumstances: the 
nature of the merchandise itself, whether 
a novelty or goods of standard utility and 
acceptance, whether it is likely to appeal to 
a large or only a small class of consumers, 
whether it is patented or not, and whether 
it can be best imported here in a complete 
and finished state or "knocked down" and 
requiring to be set up and finished after ar- 

The great successes have been made by 
exporters like the Singer Sewing Machine 
Company, the makers of cash registers, 
typewriters, graphophones and phono- 
graphs, and certain bicycle firms who have 
established in European countries their own 
branch houses and conducted their trade 
here by practically the same methods as at 
home. Others have succeeded— and this is 
particularly true of machinery, bicycles and 
patented articles— by giving their trade ex- 
clusively to large, well known and respon- 
sible foreign importing firms, who sell to the 
jobbing and retail trade by traveling sales- 
men and samples, and who have trade con- 
nections already established throughout the 
country in which they are located. 

Above all, the exporter should decide in 
his own mind whether he really wants an 
export trade to Germany and is willing to 
undergo the expense and effort of obtaining 
it and maintaining it when acquired, even 
in face of good prices and an active mar- 
ket at home. If he only wants it as a tem- 
porary dumping place for shop worn or sur- 
plus stock during a period of dull home mar- 
kets, the experiment had best be left, un- 

The reputation of American bicycles in 
Germany, Avhich was built up to the >iigh- 
est standard by a few first class makers, 
was ruined by the cheap, low grade wheels 

gathered from bankrupt stocks in the United 
States and exported by brokers, who never 
expected to place another order in Ger- 

Machinery on the Way. 

C. J. Moore, manager of the Westfield di- 
vision of the American Bicycle Company, 
returned to Westfield last week from Toledo, 
Ohio, where he has been for nearly a week 
arranging for the removal of the Toledo 
branch to Westfield. The task of removing 
such machinery as can be made available in 
the AVestfield factory will be begun at once 
and the Toledo factory will be given up to 
the manufacture of automobiles. 

Recent Patents. 

673,382— Bicycle. George S. Bartlett, Boise, 
Idaho. Filed March 16, 1900. Serial No. 
8,934. (No model.) 

657,135. Parcel carrier for bicycles. John 
E. Rothaermel, Toronto, Canada. Filed Jan- 
uary 10, 1900. Serial No. 966. (No model.) 

657,431. Valve for pneumatic tires. 
Chancy J. Mead, New Windsor, 111. Filed 
March 15, 1900. Serial No. 8, 785. (No 

No. 657,060— Valve attaching device for bi- 
cycle tires. Robert J. Burns, Avon, Mass., 
assignor by direct and mesne assignments of 
five-eighths to Leslie H. Hall, same place, 
and Frank C. Granger, Randolph, Mass.; 
filed December 5, 1899. Serial No. 739,230. 
(No model.) 

Alcohol as a Motor Fuel. 

Consul General Guenther, at Frankfort, 
Germany, reports that a motor factory at 
Oberursel, near Frankfort, has been using 
alcohol as a fuel, with satisfactory results. 

An exhibition was recently given, the alco- 
hol being used to drive a 20 horse power 
automobile plow, and according to Mr. Guen- 
ther, "the alcohol plow is said to have per- 
formed its work fully as well as a steam 
plow operated simultaneously.'' The prob- 
lem of using alcohol for power purposes has 
been solved, he says, by the motor factory in 
evaporating, denaturized alcohol of 90 de- 
grees. The construction and operation of the 
motor is, after this gasification, the same as 
that of a gas motor. The machine uses 
about a pint of alcohol an hour for 1 horse- 
power, about 25 per cent lower than the 
operating expense of steam plows. 

These efforts to find new liquid fuels for 
motor driven vehicles are of interest to mo- 
torcyclists, as to all others; it is one of the 
very many respects in which motocycle de- 
velopment is possible. 

In addition to their specialties and chain- 
less fittings, the Riggs-Spencer Company, of 
Rochester, N. Y., have a coaster brake that 
is almost ready to see the light. It has some 
features all its own, too. 

"Motocycles and How to Manage Them." 
The Goodman Co. Price 75 cents. 





Produce the finest artificial light in the world. 


A 20th Century Revolution in the Art of Lighting. 

They darkness into daylight turn, 
And air instead of money burn. 

No Smoke. No Odor. No Noise. Absolutely Safe. 
They are portable. Hang them anywhere. 



The BEST and only successful 

'Incandescent Vapor Gas Lamps 

made. They sell at sight. Motiving like them. 


Agents wanted everywhere. 

Write for catalogue and prices. 





The Best in 
the World. 



The Monon Route and C. H. & D. R'y run four trains 
daily from Chicago to Cincinnati. The day trains leave 
Dearborn Station, Chicago, at 8.30 a.m. and 11.45 a.m., and 
are equipped with elegant Parlor and Dining cars. The 
Night trains leaves at 8.30 p.m. and 2.45 a.m. These trains 
are equipped with elegant sleepers and compartment cars, 
the sleepers on the latter train being ready for occupancy at 
9.30 p.m. All trains stop at 22d St., 47th St. and 63d St., 

Ask for tickets via MONON and C. H. & D. 

City Ticket Office, 232 S. Clark St., 






CHAS. E. MILLER, 99 Eeade Street, 

New York City Representative. 

Manufacturers of BICYCLE CONES CUPS, 
FORGINGS to order. Write us, wtth samples, for 
quotations. Nickle Plating to order. 

Discounts for Large Trade and Early Buyers. 

Send for Circular, Samples and Prices. 



Special Prices (Quoted on Application 
for Front Hubs Only. 

The Bicycle Equipment Co., %&Ycago7iII°: 

Chicago and Milwaukee Representatives. 


The Lake Shore Route 


Chicago and Milwaukee. 

Frequent fast express trains at con= 
venient hours. 

All agents sell tickets via this popu= 
lar route. 



368 Washington St., Boston. 

461 Broadway, New York City. 

193 Clark St., Chicago. 

The Best Advertising for the 
Irish Trade is 


Specimen copy and advertising rates on 
application rates to 

R. J. MECREDY & SON, Ltd., Proprietors, 
49 middle Abbey St., DUBLIN. 

Through Train and Car Service in 
effect April 29, 1900. 



"North Shore" 



Via Lake Shore. 

Via Mich. Cen. 

Lv. Boston 

10.45 A.M. 

;2.00 P.M. 

Due Albany 

4.10 P.M. 

7.35 '* 

" Syracuse ' 

7.55 " 

11.40 " 

" Rochester] 

9.40 " 

1.30 " 

" Buffalo 

11.40 " 

" Toledo 

5.55 A.M. 

" Detroit 

8.15 " 

" Chicago 

11.50 " 

4.00 P.M. 

The Finest Pullman Cars will be run on these trains 
Tickets. and accommodations in s'eeping cars for sale at City 
Office, 366 Washington Street and at South Station. 

A. S. HANSON, Genersl Passenger Agent. 



rear 48 Stanhope St., Boston. 

(Opposite former location.) 




(Official L. A. W. Repair Shop.) 

Z 1 ™ Zhovnbihe 

Boylston St. and Park Square, 

On the border of the most famous RONTON 
Public Garden in America. L>V/0 I Wi^(. 




Via Rockf ord, Freeport, Dubuque, Independence, 
Waterloo, Webster City, Fort Dodge, Eockwell 
City, Denison and Council Bluffs. 



Buffet -library -smoking cars, sleeping cars, 
tree reclining chair cars, dining cars. 
Tickets of agents of I. C. K. It. and connecting 

A. H. HANSON, G. P. A., Chicago. 


New and Improved Service. Limited 
Palace Trains between 


And all points in the West, North and 


The most direct route with latest improved service and 
fast trains between BOSTON and MONTREAL and all 
Canadian points. 

For Tickets or further information call upon your 
nearest ticket agent or address 

General Traffic Manager. 

C. M. BURT, 
General Passenger Agent 




Endorsed by the L. A. W. Everywhere. No. M Broadway, New York. 

The Bicycling World 


In which is incorporated " The Wheel and Cycling Trade Review " and the " American Cyclist." 

Volume XLI 

New York, U. S. A., September 20, 1900. 

No. 25 


A. B. C. Shake=down Complete, for a Sea= 
son, at Least — What it will Operate. 

Among other things, the American Bicycle 
Company has finally rearranged and defi- 
nitely settled on the factories, sales depart- 
ments and brancu stores that will be con- 
tinued and operated next season. The list, 
which is authentic, is as follows: 

Sales departments— Columbia, in Hartford; 
Cleveland, in Westfield, and the Eambler, 
Crescent, Monarch and Featherstone in Chi- 
cago — 6 in all. 

Factories— Rambler, Crescent, Imperial, 
Featherstone and Monarch, m Chicago; Co- 
lumbia, in Hartford; Tribune, in Erie; Craw- 
ford, in Hagerstown; Sheioy, in Shelby; 
Waverley, in Indianapolis; also the Thomp- 
son parts factory and the steel plant in Chi- 
cago; the Smith parts factory, in Milwaukee; 
me ball and pedal factory, in Cleveland; the 
chain factory, in Indianapolis; the saddle 
factory, in Blyria, and bicycle factories in 
North Buffalo, Syracuse, "Westfield, Toledo, 
Heading and Milwaukee— 22 in all. 

Branches— Columbia and Rambler, in Bos- 
ton; Columbia, Monarch, Featherstone, 
Cleveland, Crescent and Rambler, in New 
York; Columbia, in Portland, Ore.; Colum- 
bia, in Providence; Columbia, Stearns and 
Cleveland, in San Francisco; Columbia and 
Rambler, in Washington; Denver, Col. (Gano 
Cycle Company); Featherstone, in Erie; 
Rambler, in Buffalo; Rambler, Cleveland 
and Crescent, in Chicago; Rambler and 
Cleveland, in Cleveland, Ohio; Rambler, in 
Cincinnati; Rambler and Cleveland, in Phila- 
delphia; Crescent, in Atlanta, Ga.; Rambler, 
in Brooklyn, N. Y.; Rambler, in Detroit, 
Mich.; Cleveland, in Hamburg, Germany; 
also the London and Paris branches and the 
American Saddle Company office in Paris— 
33 in all. 

Discontinuance Granted. 

At Rochester, N. Y., last week, Justice 
Davy granted an order of discontinuance in 
the case of the Union Trust Company against 
the Morse-Keefer Cycle Supply Company, of 
Salisbury, Conn. 

Garford out of the Saddle. 

While still retaining the treasurership of 
the American Bicycle Company, A. L. Gar- 
ford is no longer president of the American 
Saddle Company, one of its integral parts, 
and the one which was Mr. Garford's own 
before it was sold to and taken over by the 
bigger corporation. Mr. Garford's successor 
as the head of the saddle company is J. A. 
Carter, formerly president of the Geneva 
Cycle Company. 

The change was made at the last meeting 
of the Board of Directors of the American 
Bicycle Company, and is said to have given 
rise to a most interesting situation. Presi- 
dent Coleman, it is stated, called Mr. Gar- 
ford to the chair and then offered the motion 
which, brought about the change. 

The cause for the shifting of officials is 
not known, but there are reasons for stat- 
ing that it is merely a prelude to others that 
will not be long delayed. 


Will Hake Wire Wheels. 

While it will not disturb their pedal busi- 
ness the Reed & Curtis Machine Screw 
Company, of Worcester, Mass., is going 
largely into the manufacture of suspension 
wheels for pneumatic-tired buggies. Mr. 
Curtis was the first man in Worcester to 
use a vehicle sort, and, their commercial 
possibilities impressing him, he made up a 
number of the wheels, but he was several 
years ahead of the time and the venture did 
not pay. Now, however, that the wire 
wheel's popularity is undoubted, he means 
to make up for lost time, and with the Reed 
& Curtis facilities he should have little 
trouble in doing so. It is possible, too, that 
the Reed & Curtis -wneel will include a de- 
parture in the matter of rims. 

Boston is Hard Hit. 

Something in the nature of a trade cyclone 
has swept Boston. The Liberty branch 
closed late in August, and the Eclipse branch 
and THE BICYCLING WORLD removed to 
New York on September 1. Immediately fol- 
lowing the Union, the Stearns and Crawford 
branches were discontinued, and on January 
1 the Remington depot will be closed. Only 
the Iver Johnson, the Pierce, the Pope, the 
Rambler, the Eagle and the Fowler branches 

Two Concerns Consolidate for the Purpose 
— Have Motors and Machines Ready. 

As a result of the amalgamation of the 
Carroll Chainless Manufacturing Company, 
of Philadelphia, and the Smith Motor Com- 
pany, of Newark, N. J., more motocycles are 
in sight. 

The consolidation was recently quietly ef- 
fected under the style The Oxford Manufact- 
uring Company, which will have offices in 
Philadelphia and a factory in Oxford, Penn., 
which the Carroll people have been operat- 

The company has been formed under West 
Virginia laws, with $50,000, the organization 
being completed by tne election of these offi- 
cers: President, John W. Woodside; vice- 
president, W. C. Smith; treasurer, Robert G. 
Woodside; secretary, W. R. Darrah; factory 
manager, James M. Smith. 

They will manufacture not only hydro- 
carbon motors and motocycles, but other 
carriages propelled by motors. The manu^ 
facture of ^arroll bicycles, chain and chain- 
less, will also be continued. 

One of the motocycles, the Oxford tri- 
cycle, has already seen the light; it differs 
materially from the usual type, particularly 
in the matter of steering, which is done with 
a lever instead of the familiar handle bar. 

Handle Bars for the Canadians. 

Although its title is not given, Detroit pa- 
pers report that a company of Detroit and 
Windsor men, with a capital stock of $25,000, 
will manufacture handle bars for bicycles in 
Windsor, Canada. The officers of the com- 
pany are James A. Straith, Windsor, presi- 
dent; E. W. Rider, Detroit, vice-president; 
O. K. Thompson, Detroit, treasurer, and S. 
B. Best, Windsor, secretary and manager. 

Seatpost That Tilts. 

Something new in seatposts will be in- 
cluded in the 1901 productions of the Ideal 
Plating Company, Boston— a post that may 
be tilted to any desired angle. It was shown 
to some of the trade this year, but it has 
since been further improved. 




An Opportunity to try for Trade There on 
Favorable Terms. 

"I take pleasure in informing the Depart- 
ment that a practical way of introducing: 
American goods into Switzerland has at last 
been evolved, and will be carried into execu- 
tion in the near future," writes Consul 
Lieberknecht, at Zurich, to the State Depart- 
ment. "The writing of letters, distribution 
of circulars, etc., is useless in foreign trade. 
An agent, understanding the business habits 
of the people and the kind of goods desired. 

I should not succeed there will be little lost. 
However, taking the matter in hand as I 
am used to doing trade, I am sure that I can 
build up a business worth having. The name 
of the firm would be "First American Import 
House for Switzerland, Zurich"; general 
manager, William A. Steinmann. Natu- 
rally, it would have my personal guar- 
antee and responsibility. I shall take the 
general agency for the whole of Switzerland 
of the most powerful and largest manufact- 
urers (not merchants) in the United States; 
they must all be Al firms, that can compete 
with any one in the United States, and they 
must agree not to enter into business lela- 
tions with any other firm in Switzerland. 
They are to send me all the samples required 

trustworthy firms credit, and that is what 
the latter will have to do, too, in order to 
establish a large foreign trade. It is the 
custom of this country.' 

"Such a course as outlined above is the 
only proper way to introduce and sell goods 
in Switzerland. I trust that our manufact- 
urers will meet the requirements." 

Dunlops Finally Come Down. 

After maintaining a price for years that 
has astonished the American trade, it is now 
given out that the English Dunlop Tire Co. 
has at last "come down," the reduction being 
about $2 per pair. The old system of rebat- 
ing to favor customers at the end of the 
year is, nowever, abolished. 

Here's the A. B. C.'s Motocycle. 

The long promised A. B. C. motocycles are 
almost ready for marketing. The first sample 
has already made its appearance; front and 
rear views of it are shown by the accom- 
panying illustrations. In general appear- 
ance the machine does not differ from other 

tricycles of the sort. The most striking de- 
parture is in the construction of the front 
forks, which are not only of the twin tube 
variety, but are spring forks, as well. Those 
who recall the spring forks of the Little 
Giant bicycle which H. A. Lozier made when 
he first embarked in the bicycle business, 

will recognize them as old friends in a new 
guise. The tricycle, incidentally, will be 
made by the Lozier Department of the A. B. 
C. at the factory at Westfield, Mass. It is 
understood, but not authoritatively, that tie 
machine will list at $350. 

ir.ust be on the ground in person, not only for 
a day or two. but all the year round. Zurich 
is the commercial centre of Switzerland, and 
a sample room here will be of great advan- 
tage to American manufacturers. 

"Mr. W. A. Steinmann. a native of Switzer- 
land, who has spent six or seven years in the 
United States— a practical and successful 
business man— is willing to devote a few 
rooms as sample apartment-; for American 
goods, and to exhibit them to the best ad- 
vantage. I prefer to give his own language 
as to his plans and intentions: 

" 'In May next I shall move my present 
business into buildings which are much 
larger— so large that they would be suf- 
ficient to make a beginning in the above 
mentioned business. I have four travelling 
clerks and five agents that go to every corner 
of Switzerland. Therefore, a beginning would 
be made with little additional expense, and if 

to give a clear idea of their articles, free of 
charge and delivered to my store. I agree 
to open a large and fine exhibition of 
samples, to advertise them extensively, and 
to introduce the goods into our markets. My 
sales at the beginning would be on commis- 
sion, and the manufacturers would have to 
ship their goods to the buyers Avith direct 
invoice, as the new firm will not take any 
responsibility for pay; but being a business 
man who knows the financial standing of al- 
most everybody, and having 5,000 customers 
in my own business, loss is absolutely ex- 
cluded. The firms that I represent as sole 
agent in Switzerland must accommodate 
themselves more or less to the customers pre- 
vailing in our country if they want to suc- 
ceed, i. e., they will have to sell three or 
six months' time against draft. The great 
mistake American exporters make is that 
they always want to be paid cash. All Euro- 
pean exporters to the United States give 

Small Chance for Keating. 

Advices from Middle town, Conn., say that 
there is small chance for the talked-of reor- 
ganization of the Keating Wheel and Auto- 
mobile Company. At the coming session of 
the Superior Court the time for which Fred- 
erick A. Betts was appointed as receiver will 
expire, and he will report to the Court. 
Whether he will be continued as receiver or 
wind up the affairs of the company can only 
be conjectured. It will depend largely upon 
the attitude of the creditors. 

Mr. Betts has assembled a great many 
wheels at the factory since he has been in 
charge, and has found a market for the fin- 
ished product. A local capitalist expressed 
the opinion on Saturday that a reorganiza- 
tion will not be ejected. There have been 
one or two offers lor the factory, which is 
splendidly equipped, and a ready sale could 
be found for the property. 




New York's Big Price=Cutter Gives Up — 
His Characteristic Valedictory. 

"Well, it's a cold day, isn't it?" was the 
salutation of L. C. Jandorf, one time prince 
of jobbers, to THE BICYCLING WORLD 
man, who had made his way with some diffi- 
culty through the debris in the front of the 

Some little search had been necessary ere 
the erstwhile leader of the price cutting 
brigade could be located. Finally, a stripped 
bicycle, a sign setting forth that machines 
could be purchased for $8 and upward, and 
a legend to the effect that this was Jandorf's, 
No. 10 Barclay street, made it plain that the 
search was at an end. Descending the steps 
—for it was in the basement— Mr. Jandorf 
was encountered, alert and decisive as of old, 
and with an inquiring look on his face. The 
scribe explained his errand— to obtain an 
opinion as to the outlook for the jobber next 
season, as well as a few words concerning 
the one just drawing to an end. This 
brought forth the remark concerning the frig- 
idity of the weather recorded above. 

"The bicycle business has gone to hell," 
continued Mr. Jandorf in uncompromising 
yet pleasant tones. "The very bottom has 
dropped out of it, and the first of October 
will see me pretty clear of it, too. There is 
no money in it any more, even during the 
season; much less through the winter which 
is coming. So I am cleaning up things, and 
will be out of here before any considerable 
time has passed. 

"It is bad enough for the rest of the trade," 
he went on, "but for the jobber there is noth- 
ing left but to get out. At the most he can 
only make a dollar a machine profit, and as 
it is no longer possible for him to get cash 
for his goods, and the end of the season 
comes and finds him still trying to collect his 
money from people who could not pay if 
they would, you can easily see what a fix he 
is in. I, for one, am sick and tired of it, and 
am going to leave it for others who like this 
kind of business. 

"Can't we well for cash? No, we can't, 
and there's no use trying. We buy lots of 
machines, and have to sell them around to 
the dealers. They can't pay cash, and to do 
business with them at all we have to give 
them credit. The few who could discount 
their bills won't do so, because they can get 
all the credit from the Trust and other mak- 
ers that they want. So, why should they pay 
us cash? 

"No, the business is going to the depart- 
ment stores and the hardware stores. They 
will gobble all there is worth having, and 
leave the balance for the rest of the trade. 
With the former bicycles are a minor issue; 
they sell them on the side, and cut prices 
and do everything else that will bring them 
trade on the basis they want. Their ex- 

penses are 'w ij down, and they can afford 
to do business— and make money— on a basis 
that would starve other concerns to death. 
So, how are the latter going to compete witli 

"I tell you, the bicycle business is dead. 
People ai'e tired of riding bicycles. Their 
use is confined to workingmen, who use them 
to save carfare, and to countrymen who 
make their machines last for years, until 
they fall to pieces, in fact. How can you 
make any money out of them? 

"Our customers want cheap machines- 
cheaper than we can sell them. We can buy 
them for a song, of course, but we can't get 
enough out of them from our customers to 
make it pay us. We were offered some ma- 
chines the other day for $5, stripped — about 
$8.50 complete; good machines, too, such as 
would sell readily. It is awful to think of 
such prices. But that don't do us any good, 
for dealers expect to buy them from us for 
about $8. Why, there's Siegel-Cooper; they 
are selling bicycles at retail for $10, and 
what margin does that leave us? 

"You can make up your mind to it that the 
jobber is out of it. He can't make a bare 
living any more. I haven't fifty machines in 
stock, and I am closing them out just as fast 
as I can I am not going through the winter 
with this business on my hands," and there 
was a determined look on his fact that 
showed that he meant it. 

It was Jandorf, perhaps more than any 
other jobber, who introduced and carried to 
the greatest possible extreme the policy of 
price cutting. For years he was a power, 
both hated and feared by some sections of 
the trade, and welcomed by others. When- 
ever there was an unusual amount of cutting, 
wherever prices for spot cash ruled lowest, 
there Jandorf was to be found. 

He made it his boast that he kept no books, 
gave no receipts and accepted no notes. His 
policy was cash on the nail, and the man 
who attempted to do business with him 
found that money talked. Big rolls of it 
were carried by the elder Jandorf and flashed 
in the eyes of customers. All this had its 
effect, for his operations were conducted on 
a falling market, and he had, in the vernacu- 
lar, a "picnic." In short, the Jandorfs were 
swept in on top of the prosperity wave, and 
now that it has receded they find it a fitting 
time to make their exit. 

It is an open secret, too, that other retire- 
ments are on the cards. Various concerns, 
some of them gilt edged, that have dealt in 
machines, parts and sundries "on the side" 
are about to acknowledge their belief that the 
bicycle business is on the down grade by 
withdrawing from it, either wholly or in 
part. Some of them will be regretted, others 
just the contrary. 


Connecticut's Clever Thief Who Dealt Only 
in the High=Priced Models. 

It was no ordinary swindler that the police 
succeeded in running down at Hartford, 
Conn., last week. He was Frederick G. Chut- 
tan, a bicycle thief, who has been operat- 
ing extensively and with considerable suc- 
cess in Connecticut and Massachusetts, and 
the officials are congratulating themselves 
on their good fortune in locating him. 

Chuttan's specialty was chainless bicycles. 
No other type was deemed worthy of his at- 
tention. If a machine had a chain it was 
safe as far as he was concerned. In the first 
place, chainless machines were worth more 
money, and in the second place — and here 
was the most cogent reason — Chuttan pos- 
sessed a ready means of answering any un- 
pleasant or searching questions that might 
be asked concerning them. 

Whether it was a part of his scheme it is 
not easy to say; at any rate, his trump card 
was a receipted bill purporting to be from 
the Troy (N. Y.) Hardware Company for one 
Columbia chainless bicycle. This was shown 
to pawnbrokers or others through whom 
Chuttan attempted to realize on his ill gotten 
spoil, and, backed up by a plausible story, it 
seldom failed to convince them that every- 
thing was all right. 

The police believe that Chuttan is impli- 
cated in the wholesale thefts of bicycles that 
have been going on for some time in Spring- 
field, New Haven and Hartford. 

Inspector Quilty, of the Springfield police 
force, went to Hartford last week, and identi- 
fied Chuttan as being the man who stole 
three bicycles in Springfield. He says that 
Chuttan has made his living by stealing and 
selling wheels. The Hartford police hope to 
find the owner of the Columbia bicycle be- 
fore Tuesday. 

Chuttan claims to belong in Albany, N. Y. 
He is twenty-six years old, 5 feet 9 inches 
tall, and weighs 135 pounds. He is dark 
complexioned, has dark hair and mustache 
and thin face, and is of good address. 

Gives up Chase ; Takes up Goodyear. 

Daniels & Walsh, New York selling agents 
for Chase tires, have discontinued that ac- 
count and taken up instead the Goodyear 
tires; the arrangement gives them consid- 
erable rich territory in this vicinity. 

Says it has a Counter Claim. 

At Syracuse, N. Y., last week, Fred P. 
Brand sued the Olive Wheel Company to 
recover $88.54 as salary and money ad- 
vanced. The defendant offered a judgment 
of $60, which was declined. 

The case was adjourned one week to allow 
Attorney Benedict time to prepare interro- 
gations to be answered by witnesses in New 
Jersey, Pennsylvania and elsewhere in com- 
missions. The defendant alleges that it has 
a counterclaim of over $100. 

Motor quadricycles are among the produc- 
tions of the ot. .uouis (Mo.) Automobile and 
Supply Company. This concern, by the way, 
issues a forty-page catalogue devoted to 
goods in line with its title. 




An Opportunity to try for Trade There on 
Favorable Terms. 

"I take pleasure in informing the Depart- 
ment that a practical way of introducing 
American goods into Switzerland has at last 
been evolved, and will be carried into execu- 
tion in the near future," writes Consul 
Lieberknecht, at Zurich, to the State Depart- 
ment. "The writing of letters, distribution 
of circulars, etc., is useless in foreign trade. 
An agent, understanding the business habits 
of the people and the kind of goods desired, 

I should not succeed there will be little lost. 
However, taking the matter in hand as I 
am used to doing trade, I am sure that I can 
build up a business worth having. The name 
of the firm would be "First American Import 
House for Switzerland, Zurich"; general 
manager, William A. Steinmann. Natu- 
rally, it would have my personal guar- 
antee and responsibility. I shall take the 
general agency for the whole of Switzerland 
of the most powerful and largest manufact- 
urers (not merchants) in the United States; 
they must all be Al firms, that can compete 
with any one in the United States, and they 
must agree not to enter into business lela- 
tions with any other firm in Switzerland. 
They are to send me all the samples required 

trustworthy firms credit, and that is what 
the latter -will have to do, too, in order to 
establish a large foreign trade. It is the 
custom of this country.' 

"Such a course as outlined above is the 
only proper way to introduce and sell goods 
in Switzerland. I trust that our manufact- 
urers will meet the requirements." 

Dunlops Finally Come Down. 

After maintaining a price for years that 
has astonished the American trade, it is now 
given out that the English Dunlop Tire Co. 
has at last "come down," the reduction being 
about $2 per pair. The old system of rebat- 
ing to favor customers at the end of the 
year is, nowever, abolished. 

Here's the A. B. C.'s Motocycle. 

The long promised A. B. C. motocycles are 
almost ready for marketing. The first sample 
has already made its appearance; front and 
rear views of it are shown by the accom- 
panying illustrations. In general appear- 
ance the machine does not differ from other 

tricycles of the sort. The most striking de- 
parture is in the construction of the front 
forks, which are not only of the twin tubt? 
variety, but are spring forks, as well. Those 
who recall the spring forks of the Little 
Giant bicycle which H. A. Lozier made when 
he first embarked in the bicycle business, 

will recognize them as old friends in a new 
guise. The tricycle, incidentally, will be 
made by the Lozier Department of the A. B. 
C. at the factory at Westfield, Mass. It is 
understood, but not authoritatively, that tie 
machine will list at $350. 

must be on the ground in person, not only for 
a day or two. but all the year round. Zurich 
is the commercial centre of Switzerland, and 
a sample room here will be of great advan- 
tage to American manufacturers. 

"Mr. W. A. Steinmann. a native of Switzer- 
land, who has spent six or seven years in the 
United States— a practical and successful 
business man— is willing to devote a few 
rooms as sample apartment ■; for American 
goods, and to exhibit them to the best ad- 
vantage. I prefer to give his own language 
as to his plans and intentions: 

" 'In May next I shall move my present 
business into buildings which are much 
larger— so large that they would be suf- 
ficient to make a beginning in the above 
mentioned business. I have four travelling 
clerks and five agents that go to every corner 
of Switzerland. Therefore, a beginning would 
be made with little additional expense, and if 

to give a clear idea of their articles, free of 
charge and delivered to my store. I agree 
to open a large and fine exhibition of 
samples, to advertise them extensively, and 
to introduce the goods into our markets. My 
sales at the beginning would be on commis- 
sion, and the manufacturers would have to 
ship their goods to the buyers with direct 
invoice, as the new firm will not take any 
responsibility for pay; but being a business 
man who knows the financial standing of al- 
most everybody, and having 5,000 customers 
in my own business, loss is absolutely ex- 
cluded. The firms that I represent as sole 
agent in Switzerland must accommodate 
themselves more or less to the customers pre- 
vailing in our country if they want to suc- 
ceed, i. e., they will have to sell three or 
six months' time against draft. The great 
mistake American exporters make is that 
they always want to be paid cash. All Euro- 
pean exporters to the United States give 

Small Chance for Keating. 

Advices from Middle town, Conn., say that 
there is small chance for the talked-of reor- 
ganization of the Keating Wheel and Auto- 
mobile Company. At the coming session of 
the Superior Court the time for which Fred- 
erick A. Betts was appointed as receiver will 
expire, and he will report to the Court. 
Whether he will be continued as receiver or 
wind up the affairs of the company can only 
be conjectured. It will depend largely upon 
the attitude of the creditors. 

Mr. Betts has assembled a great many 
wheels at the factory since he has been in 
charge, and has found a market for the fin- 
ished product. A local capitalist expressed 
the opinion on Saturday that a reorganiza- 
tion will not be ejected. There have been 
one or two offers lor the factory, which is 
splendidly equipped, and a ready sale could 
be found for the property, 




New York's Big Price=Cutter Gives Up- 
His Characteristic Valedictory. 

"Well, it's a cold day, isn't it?" was the 
salutation of L. C. Jandorf, one time prince 
of jobbers, to THE BICYCLING WORLD 
man, who had made his way with some diffi- 
culty through the debris in the front of the 

Some little search had been necessary ere 
the erstwhile leader of the price cutting 
brigade could be located. Finally, a stripped 
bicycle, a sign setting forth that machines 
could be purchased for $8 and upward, and 
a legend to the effect that this was Jandorf's, 
No. 10 Barclay street, made it plain that the 
search was at an end. Descending the steps 
—for it was in the basement— Mr. Jandorf 
was encountered, alert and decisive as of old, 
and with an inquiring look on his face. The 
scribe explained his errand— to obtain an 
opinion as to the outlook for the jobber next 
season, as well as a few words concerning 
the one just drawing to an end. This 
brought forth the remark concerning the frig- 
idity of the weather recorded above. 

"The bicycle business has gone to hell," 
continued Mr. Jandorf in uncompromising 
yet pleasant tones. "The very bottom has 
dropped out of it, and the first of October 
will see me pretty clear of it, too. There is 
no money in it any more, even during the 
season; much less through the winter which 
is coming. So I am cleaning up things, and 
will be out of here before any considerable 
time has passed. 

"It is bad enough for the rest of the trade," 
he went on, "but for the jobber there is noth- 
ing left but to get out. At the most he can 
only make a dollar a machine profit, and as 
it is no longer possible for him to get cash 
for his goods, and the end of the season 
comes and finds him still trying to collect his 
money from people who could not pay if 
they would, you can easily see what a fix he 
is in. I, for one, am sick and tired of it, and 
am going to leave it for others who like this 
kind of business. 

"Can't we well for cash? No, we can't, 
and there's no use trying. We buy lots of 
machines, and have to sell them around to 
the dealers. They can't pay cash, and to do 
business with them at all we have to give 
them credit. The few who could discount 
their bills won't do so, because they can get 
all the credit from the Trust and other mak- 
ers that they want. So, why should they pay 
us cash? 

"No, the business is going to the depart- 
ment stores and the hardware stores. They 
will gobble all there is worth having, and 
leave the balance for the rest of the trade. 
With the former bicycles are a minor issue; 
they sell them on the side, and cut prices 
and do everything else that will bring them 
trade on the basis they want. Their ex- 

penses are 'wiy down, and they can afford 
to do business— and make money— on a basis 
that would starve other concerns to death. 
So, how are the latter going to compete with 

"I tell you, the bicycle business is dead. 
People are tired of riding bicycles. Their 
use is confined to workingmen, who use them 
to save carfare, and to countrymen who 
make their machines last for years, until 
they fall to pieces, in fact. How can you 
make any money out of them? 

"Our customers want cheap machines- 
cheaper than we can sell them. We can buy 
them for a song, of course, but we can't get 
enough out of them from our customers to 
make it pay us. We were offered some ma- 
chines the other day for $5, stripped— about 
$8.50 complete; good machines, too, such as 
would sell readily. It is awful to think of 
such prices. But that don't do us any good, 
for dealers expect to buy them from us for 
about $8. Why, there's Siegel-Cooper; they 
are selling bicycles at retail for $10, and 
what margin does that leave us? 

"You can make up your mind to it that the 
jobber is out of it. He can't make a bare 
living any more. I haven't fifty machines in 
stock, and I am closing them out just as fast 
as I can I am not going through the winter 
with this business on my hands," and there 
was a determined look on his fact that 
showed that he meant it. 

It was Jandorf, perhaps more than any 
other jobber, who introduced and carried to 
the greatest possible extreme the policy of 
price cutting. For years he was a power, 
both hated and feared by some sections of 
the trade, and welcomed by others. When- 
ever there was an unusual amount of cutting, 
wherever prices for spot cash ruled lowest, 
there Jandorf was to be found. 

He made it his boast that he kept no books, 
gave no receipts and accepted no notes. His 
policy was cash on the nail, and the man 
who attempted to do business with him 
found that money talked. Big rolls of it 
were carried by the elder Jandorf and flashed 
in the eyes of customers. All this had its 
effect, for his operations were conducted on 
a falling market, and he had, in the vernacu- 
lar, a "picnic." In short, the Jandorf s were 
swept in on top of the prosperity wave, and 
now that it has receded they find it a fitting 
time to make their exit. 

It is an open secret, too, that other retire- 
ments are on the cards. Various concerns, 
some of them gilt edged, that have dealt in 
machines, parts and sundries "on the side" 
are about to acknowledge their belief that the 
bicycle business is on the down grade by 
withdrawing from it, either wholly or in 
part. Some of them will be regretted, others 
just the contrary. 


Connecticut's Clever Thief Who Dealt Only 
in the High=Priced Models. 

It was no ordinary swindler that the police 
succeeded in running down at Hartford, 
Conn., last week. He was Frederick G. Chut- 
tan, a bicycle thief, who has been operat- 
ing extensively and with considerable suc- 
cess in Connecticut and Massachusetts, and 
the officials are congratulating themselves 
on their good fortune in locating him. 

Chuttan's specialty was chainless bicycles. 
No other type was deemed worthy of his at- 
tention. If a machine had a chain it was 
safe as far as he was concerned. In the first 
place, chainless machines were worth more 
money, and in the second place— and here 
was the most cogent reason— Chuttan pos- 
sessed a ready means of answering any un- 
pleasant or searching questions that might 
be asked concerning them. 

Whether it was a part of his scheme it is 
not easy to say; at any rate, his trump card 
was a receipted bill purporting to be from 
the Troy (N. Y.) Hardware Company for one 
Columbia chainless bicycle. This was shown 
to pawnbrokers or others through whom 
Chuttan attempted to realize on his ill gotten 
spoil, and, backed up by a plausible story, it 
seldom failed to convince them that every- 
thing was all right. 

The police believe that Chuttan is impli- 
cated in the wholesale thefts of bicycles that 
have been going on for some time in Spring- 
field, New Haven and Hartford. 

Inspector Quilty, of the Springfield police 
force, went to Hartford last week, and identi- 
fied Chuttan as being the man who stole 
three bicycles in Springfield. He says that 
Chuttan has made his living by stealing and 
selling wheels. The Hartford police hope to 
find the owner of the Columbia bicycle be- 
fore Tuesday. 

Chuttan claims to belong in Albany, N. Y. 
He is twenty-six years old, 5 feet 9 inches 
tall, and weighs 135 pounds. He is dark 
complexioned, has dark hair and mustache 
and thin face, and is of good address. 

Gives up Chase ; Takes up Goodyear. 

Daniels & Walsh, New York selling agents 
for Chase tires, have discontinued that ac- 
count and taken up instead the Goodyear 
tires; the arrangement gives them consid- 
erable rich territory in this vicinity. 

Says it has a Counter Claim. 

At Syracuse, N. Y., last week, Fred P. 
Brand sued the Olive Wheel Company to 
recover $88.54 as salary and money ad- 
VEmced. The defendant offered a judgment 
of $60, which was declined. 

The case was adjourned one week to allow 
Attorney Benedict time to prepare interro- 
gations to be answered by witnesses in New 
Jersey, Pennsylvania and elsewhere in com- 
missions. The defendant alleges that it has 
a counterclaim of over $100. 

Motor quadricycles are among the produc- 
tions of the ot. uouis (Mo.) Automobile and 
Supply Company. This concern, by the way, 
issues a forty-page catalogue devoted to 
goods in line with its title. 



Plea for the Motor Tricycle. 

"I feel sure that if the average business 
man could only be brought to understand 
that in the motor tricycle he has within his 
reach a motor vehicle which will give him 
a considerable amount of genuine enjoyment 
in return for a limited amount of trouble 
and expense we should very soon see more 
motor tricycles in use," writes a motocyclist. 

"I have heard many stupid arguments ad- 
vanced by people who have had little or no 
experience, most of wnom endeavor to prove 
that the motor tricycle is doomed, and that 
the 'voiturette,' or small motor carriage, is 
'the thing.' While I must certainly agree 
that there is likely to be a big market for 
the 'voiturette,' I must maintain that a lot 
of solid pleasure and useful work can be 
got out of a good motor tricycle by any one 
who will take the trouble to understand it. 

"Personally I have ridden many thousands 
of miles on a motor tricycle — in fact, I ride 
twenty miles to business every morning, and 
feel quite annoyed when extremely bad 
weather makes it necessary for me to use the 

"Last week, desiring to join my family at 
the seaside, I took a little trip of over two 
hundred miles. I will not say too much 
about speed, for obvious reasons. Suffice it 
to say I got to my destination in less time 
than some of my friends who travelled by 
excursion train, and this without causing 
the slightest inconvenience to any one on 
the road. 

"There must be some reason why motor 
tricycles are not more generally used, and 
it is more than probable that some little good 
might be done by discussion of the relative 
merits of the various motor vehicles for busi- 
ness men. 

"In order to open the discussion I shall 
contend that for a man with moderate means 
who cannot afford to employ a skilled at- 
tendant the motor tricycle is the best in- 

Fast Time in Chicago. 

Fast time characterized the first day's 
racing at Washington Park, Chicago, on 
Tuesday last, at the International Automo- 
bile Exhibit and Race Meet. All persons 
records for the mile were eclipsed, T. E. 
Griffin covering that distance on a steam 
machine in the remarkable time of 1:06. 
More than 4,000 people were present. 

The ten-mile free-for-all race was won by 
Alexander Winton in 16:02 3-5, K. A. Skin- 
ner, on a tricycle, being second. One mile 
in this race was covered in 1:08. In the five- 
mile race for tricycles, Skinner defeated 
Champion, who led for more than half the 
distance, the time being 7:33%. 

The second day's races, scheduled for Wed- 
nesday, were postponed owing to the track 
being wet. 

George E. Curtis is among the well known 
trade visitors in New lork this week. It is 
his first trip as the selling agent for the Day 
Manufacturing Company. 

Were Run in Classes. 

Motocycles figured in but two events at 
the race meet run in connection with the 
opening of the Tri-State Pair at Guttenberg, 
N. J., on Tuesday last, the machines being 
divided into classes. 

The five-mile race for four-wheeled gaso- 
line vehicles carrying two passengers and 
weighing less thtn 1,0^ pounds, was won by 
C. J. Field, of Brooklyn, on a quadracycle, 
with F. D. Craven, New York, second and J. 
Lo uveguez, Brooklyn, third ; time 11 :43 3-5. 
In the five-mile race for tricycles C. S. Hen- 
shaw won in 8:24 3-5, beating Louveguez and 
S. B. Atkinson. 

About 8,000 spectators were in attendance. 

Stearns Makes a Move. 

It is stated that E. C. Stearns, as the head 
of the recently incorporated Stearns Auto- 
mobile Company, capital $1,000,000, has 
finally acquired both the Barnes and the 
Fontenac bicycle plants in Syracuse; he has 
also secured the American rights of the 
Anglo-American Rapid Vehicle Company, 
which recently petered out, the rights, in- 
cluding several types of motocycles. 

Goodyear in Chicago. 

The Goodyear Tire and Rubber Company 
have established a branch store and dis- 
tributing depot at 152 Lake Street, Chicago. 
F. A. Hastings is in charge. 



was ever one of the good habits of the Orient- 
it once more showed this eood trait at Charles River 

Park on Tuesday last when 




Paced by Orient-Aster Tandems 

Johnnie Nelson 

across the tape in their one hour match race. 

It was a good long lead, too. 

If you would lead the leading dealers in your town, come our way. We have bicycles like 
Elkes rode and tandems such as paced him, likewise motor bicycles, motor tricycles, motor quads 
and automobiles, too — there's nothing wanting in the Orient line. 





In which is incorporated 
"The Wheel" and the "American Cyclist." 

Published Every Thursday 



123=125 Tribune Building. 

( 1 54 Nassau Street ) 



Subscription, Per Annum [Postage Paid] $2.00 
Single Copies [Postage Paid] ... 10 Cents 
Foreign Subscription $3.00 

Invariably in Advance. 

Postage stamps will be accepted in payment for subscripiions 
but not for advertisements. Checks. Drafts and Money Orders 
should be made payable to The Goodman Company. 

Entered as second-class matter at the New York, N. Y.< 
Post Offiec, September, 1900. 

General Agents : The American News Co., New York City 
and its branches 

Ilg^* Change of advertisements is not guaranteed unless copy 
therefore is in hand on SATURDAY preceding the date of 

dgji F " Members of the trade are invited and are at all times 
welcome to make our office their headquarters while in New 
York ; our facilities and information will be at their command 

To Facilitate Matters Our Patrons Should 
Address us at P. 0. Box 2349. 

New York, September 20, 1900. 

The Dealer of the Future. 

If the latter elect to do business without 
profit or with little of it, he should have 
sufficient backbone and commercial horse 
sense to resist the temptation to go and do 
likewise; he should be farsighted enough to 
see that such methods, if persisted in, will 
simply force the offending rivals to shut up 
sho;j arid leave him alone in his glory. 

None in whom the instinct of self-preserva- 
tion is well developed will act otherwise. 

The day of reckless retailing is past. 

It will be easy to "see the finish" of those 
wiio attempt it in the future, and, as we 
have stated, with the dealer everywhere 
bent on saving his own skin, the logic of 
£i ftairs makes for a more satisfactory state 
of trade in the future. 

With the retail trade acting on the prin- 
ciple of self-preservation, there should be 
less slackness and more commercial hard- 
headedness apparent than ever before. 

In the past even those agents who may 
■remain have been obliged to do many things 

which they ought not to nave done, and 
which, had the stress of competition been 
less severe, they, in all probability, would 
not have done. The keenness of competition 
was responsible for many ills. 

The dealer cut prices to meet competition, 
he "threw in" lamps and bells because com- 
petition required it, he made long time sales 
and took big risks because his competitor 
did so. 

But henceforth his policy must be one of 
self-preservation; and herein lies the augury 
of better business in the future. 

II he would live he can afford to do none 
of the things catalogued. 

The old order of giving anything and 
everything or doing anything and everything 
simply to keep a competitor from making a 
sale can no longer obtain. 

Hereafter the dealer must, of necessity, 
pay more attention to himself and less to 
his rivals. 

Worth the Experiment. 

The coaster brake, says an observer of 
tbings cycular, has paved the way for the 
changeable gear. 

In view of the prevailing reluctance of 
makers to exploit novelties, there is little 
doubt that this statement is too sweeping. 
Little or no talk is heard of changeable 
gears, although at least one make is acknowl- 
edged to be entirely practicable and simple, 
and if they cut any considerable figure in 
next year's trade it will be a matter of genu- 
ine surprise. If any makers have a card of 
this nature up tneir sleeves they are guard- 
ing tne secret well. 

Yet this neglect is due to no lack of merit 
in the article, nor, it is pretty safe to say, to 
any distaste for it on the part of the riding 
public. Its merit under certain circum- 
stances is unquestionable, and there is little 
doubt that it would meet a reception second 
only to that falling to the lot of the coaster 
brake. It is largely because it is new to the 
average rider that it is not asked for or 

The coaster brake has prepared riders for 
another step in the same direction, and as 
the changeable gear is the logical step, it 
may be said in this sense that one has paved 
the way for the other, even although no 
material result may accrue. In the bluer 
case it would be an opportunity lost. 

It is easy to understand the reluctance of 
the trade to take up a device Lxe the change- 
able gear. It was once tried and given the 
go-by, and while a better fate might, and 

probably would, result at this time, this is 
by no means certain, except in a limited 
number of cases. It is, therefore, no light 

Yet we are decidedly of the opinion that 
the opportunity Siiould not be allowed to slip 
by entirely. A limited number of machines 
fitted with changeable gears could be sold, 
and at good prices, and it is by no means 
improbable that the uemand would speedily 
assume considerable proportions. 

But even if it did not, it would pay the 
few firms that made the venture. As with 
all other specialties, a high class of . trade 
would be attracted, good prices would be 
realized, and the maker would be relieved 
from the tremendous competition that ou- 
tains in other quarters. 

It is at least worth the experiment 

The flotocycle Situation. 

Our estimable contemporary, the "Cycle 
Age," asks learnedly and at length whether 
the trade is really ready for the motor bi- 
cycle, and whether it is wise that the inter- 
ests of that type of cycle be advanced by 
the cycle trade press. 

The "Age," we fear, overdraws its picture, 
but without going into extended criticism we 
may say that our Chicago friend makes the 
too common mistake of separating the motor 
bicycle from the other types of motocycle. 

What applies to one applies with equal, or 
almost equal, force to the other, but in an 
"aside" the "Age" excepts the motor tricycle 
and says a good word for it; the exception, 
however, is unfair. If it is well to urge 
the interests of the motor tricycle, why is it 
not as well to urge the motor bicycle? 

We grant that the one is better perfected 
than the other, but shall the advancement of 
one member of the family be at the expense 
of the other? Wherein is the wisdom of it? 

But above and aside from all other consid- 
erations, the trade's interest in motocycles 
is just this: While the established cycle 
manufacturers are "on the fence," so to 
speak, coming over it are numbers of new 
people who are embarking in motocycle 
manufacture, or making of it a department 
of automobile manufacture. 

While the newcomers are not unwelcome, 
it is part of our creed that the motocycle 
business belongs to the cycle trade— that any- 
thing in the form of a cycle — bi, tri, quad or 
anything else to which a motor is fitted— is 
a logical development of the manumotive 
model of that particular machine. 

When we employ the term "motocycle" it 



encompasses all these models, the tricycle 
no less than the bicycle; the quad no less 
than the tandem. 

We would have the cycle trade make each 
and all of them, and the cycle dealer sell 
them. There is no reason why such highly 
desirable trade should escape them. 

There is as much, if not more, room for the 
self-propelled bicycle and tricycle and every 
other form of cycle as there is for the self- 
propelled carriage, and if their manufacture 
is attracting new people it is well to point 
out the fact to the old friends and urge 
them on. 

If the "Cycle Age" will but change its 
viewpoint a trifle, and disabuse itself of the 
too popular notion that "motocycles" means 
merely motor bicycles we are certain that 
it will have a better appreciation of the situ- 
ation as it really exists. 

Conservatism and Progressive ness. 

No one will deny that cycling has fallen 
upon evil days. This assertion holds due 
whether applied to the trade or to the 

The wave of enthusiasm on which cy- 
cling rode for so _ many years has subsided, 
to a considerable degree at least. Riders 
no longer indulge in the pastime feverishly 
and with ardor; they no longer, as a whole, 
place it first and all other recreations, and 
even vocations, nowhere. 

Yet it is because the wave rose so high 
that its partial subsidence is so noticeable 
and so noticed. It is but paying the pen- 
alty of greatness; once the cynosure of all 
eyes, standing out clear cut and distinct 
from other movements, cycling has become 
but one of them; and the comparison with 
its former greatness is drawn with unerring 
clearness because of that fact. 

But it must be admitted by any one who 
gives the subject reflection that cycling 
has fared infinitely better than many other 
so-called "crazes." The complete ruin that 
was marked out for it by the prognostica- 
tions of would-be readers of the future has 
failed utterly to eventuate. 

The fate that overtook roller skating— to 
mention the sport that was most frequently 
likened to cycling— was swift and over- 
whelming. The pastime itself, and almost 
all recollection of it, was swept away almost 
in a day. Anything more complete could 
scarcely be imagined; it was as if some 
powerful hand had passed a gigantic sponge 
over the record and obliterated it for all 

Only the slightest reflection is necessary 
to convince any one that cycling has met no 
such blow as this. Even its most bitter de- 
tractors will admit that bicycles are still 
sold and still ridden, and in quantities that 
a decade ago would have seemed enormous. 
Nor will the most pessimistic observer con- 
tend that there is any possibility of the 
bicycle disappearing from the face of the 

The truth of the matter is that cycling 
was overdone. During '95 and '96 its 
growth partook somewhat of a mushroom 
nature. Too many new riders made their 
debut, and they engaged in the sport with 
an enthusiasm born of a lack of both 
knowledge and discreetness. It was inevi- 
table that a reaction should come, yet when 
it did come surprise was expressed in many 

Now that the bubble has been pricked, 
the mushroom growth disappeared into the 
night which gave it birth, there is time 
given for reflection and for cogitation. 

The business still has proportions that 
would appear enormous in any other light 
than that of the last half dozen years. As a 
business vehicle, and, to a less extent, as 
one for pleasure, it still has its field and 
dominates it completely. The business has 
become a stable one, the great bulk of ma- 
chines conforming to certain well under- 
stood specifications, and selling at prices 
that have reached bedrock at last. It is 
possible for a maker or a dealer to figure 
in advance very accurately his season's 

In short, the situation, bad enough when 
compared with the past, might be much 
worse. What is most urgently needed is 
conservatism in the matter of outputs and 
progressiveness in all other particulars. 

Tire Troubles That Help. 

One item, little suspected, is destined to 
help the motocycle not a little in the race 
with the automobile — the item of tires. 

Not only here but abroad the tire ques- 
tion, in the automobile world, is a veritable 
bugaboo and a most expensive one. All the 
skill and ingenuity that the tire trade holds 
has not yet been able to successfully combat 
the tire trouble. Every effort is centred to 
that end ; but for all of that, and despite any- 
thing that may be said, the effort to develop 
a reliable and enduring tire for automobiles 
has beer vain. 

In time, of course, the result will be 
achieved, and several fortunes be made, but 

the time has still to come. Meanwhile, the 
effort, expense and exasperation continue 
without stint. No tire has yet been found 
that will stand up for any length of time 
under the automobiles of 600 or 700 pounds 
weight or over. 

By contrast, the motocycle, in its several 
forms, is travelling a road of roses. Tire 
troubles are seldom if ever heard of, and cut 
little, if any, figure in its advancement. Al- 
though larger and heavier, motocycle tires 
appear to stand up as well as under the 
lighter manumotive type of cycle. Their up- 
keep costs a mere bagatelle in comparison 
with the expense of maintaining automobile 
tires. It is no small advantage, and one that 
may be turned to excellent use in furthering 
the sale of motocycles. 

Some of the automouilists have already 
discovered these things for themselves. We 
know of one instance in which the auto- 
mobilist sacrificed his high priced vehicle be- 
cause of tire troubles, and without solicita- 
tion immediately paid more than $600 for a 
motor quadricycle. How many more would 
do the same were the advantages of the 
motocycle called to their attention is a pretty 
subject for speculation. 

There are plenty of readers who have 
been feeling the effects of the unusually 
short season. Many of them, machinists and 
other less skilled artisans by trade, and re- 
pairers only for the nonce, are preparing to 
return to their former occupations, and it is 
likely that the cycle trade will see them no 
more. While some of them were undoubted- 
ly desirable members of the trade, the ma- 
jority were of a class of which it may be 
truly said "good riddance." 

Three pages of "letters to the editor" on 
the long crank-high gear subject appear in 
one recent issue of an English contemporary, 
and at that the editor notes that lack of 
space requires the holding over of other let- 
ters of the sort. It serves to show the inter- 
est in the matter— interest, too, that makes 
for good. We need something of the sort 
to talk about over here. 

When the biting blasts begin to blow there 
will be more to fall than the dying leaves. 
Decimation is too weak a term to correctly 
foretell the havoc that will be wrought on 
some cycle rows. All the more business left 
for those who remain, will be the comforting 
reflecting of some determined optimists. 




Strong Reasons for Trade Support — Has 

Answered Every Criticism — What 

Eighteen Months Use Proved. 

That the chainless bicycle has made head- 
way admits of little dispute. 

That it has not made more of it is the more 

It is possible that the higher price asked 
for it has something to do with its slow 

It is more probable that the indifference 
and the damning with faint praise it has 
received from a portion of the trade is re- 
sponsible for more of it. 

It is a fairly safe assertion, however, that 
nine-tenths of those who have put the chain- 
less to practical and extended use can find 
no other reason for its failure to multiply 
more numerously. 

With the season of 1901 holding promise 
that the retail trade will be conducted on a 
saner basis, and with dealers making their 
effort on those models that will bring them 
the best returns, it is reasonable to assume 
that the chainless will loom larger in their 

It certainly merits not only more attention 
from the retailer, but from the manufactur- 
ers themselves. 

It is common property that the Buffalo 
maker who this season devoted himself 
chiefly to the cushion-chainless type ac- 
counted for one of the most satisfactory 
businesses of the year. That he made twice 
as much money as his competitors who 
turned out the same number of cheaper 
models is trade talk. 

It is evidence of this nature that should 
bear heavily on the manufacturers generally. 

From the standpoint of the rider— and his 
standpoint is largely the standpoint of the 
bring a considerable fund of personal experi- 
ence to bear. 

For some eighteen months a member of 
its staff has used a chainless bicycle, and 
so far as the Leland & Faulconer bevel gears 
are concerned he is in position to bear wit- 
ness that nothing he has used in his fifteen 
years' experience as a wheelman has given 
such all around satisfaction. 

It is absolutely impossible to conceive any- 
thing in the form of a man-propelled bicycle 
of wnieh more could be asked or expected. 

This is strong language, but it is born of 
personal experience, and the wheel and gears 
richly deserve it. 

They were used almost daily in a country 
with a wealth of hills and watering carts, 
and by one who is not given to sparing his 
mount or killing it with care. 

It is drawing it mild to say that the wheel 
had tbe very minimum of care. 

The accumulation of encrusted macadam 
mud that it carried at times would have dis- 

abled the best chain-driven bicycle that was 
ever put together. 

But, clean or mud encrusted though the 
frame might be, the gears were never af- 

They were ever the same — true, smooth 
and "sweetly running," as they say across 
the pond. 

The wheel is still in use, and, if anything, 
it runs more "sweetly" than ever. 

The gears have gone the entire eighteen 
months without hitch, skip, pinch, bend, 
bind, chatter, deflection, backlash or halt or 
falter of any kind. 

Positively none of these or other mooted 
"evils of the chainless," or any suggestion 
or semblance of them, has developed. 

In its year and a half of use the wheel 
has been adjusted exactly three times. 

For several weeks the gears were damned 
because of an aggravating squean that came 
and went and that was now loud and t±ien 
low ; for quite a while it could not be located, 
but at last it was found, and then not in 
the gears, but in the pedal. 

This was the only suggestion of trouble 
or mischief, and eventually, as stated, the 
gears proveu themselves not guilty. 

This Leland & Faulconer geared bicycle 
also proved itself a glorious hill climber. 

Although it had been ordered geared to 
70 inches— the gear used on the rider's chain 
wheel — it arrived geared to 77, and for some 
little time the wheel was used in blissful 
ignorance of the fact, the difference in the 
"feel" being attributed to the longer cranks 

But, despite this increase of seven inches 
of gear and some five pounds in the weight 
of his wheel, the rider, although fairly strong 
on hills, never before climbed hills so easily 
or so well. 

The positive" thrust, the instantaneous ac- 
tion, the entire absence of whip or backlash 
all make for this; there is no loss of power; 
every thrust brings its equivalent. 

In coasting this chainless has repeatedly, 
but not always, run away from chain-geared 

Summarized, it may be stated that the 
chainless represents as near an approach to 
perfection in cycle construction and of the 
bicycle principle as is likely to be attained 
by man. 

It affords the maximum of results with 
the minimum of care, expense and attention. 

Without disparagement of the chain-geared 
bicycle, it may be truthfully stated that the 
chainless has all of its virtues and in greater 
degree and more of its own and with few 
if any of the sins of omission and commis- 
sion that go with chain gearing. 

whose experience furnishes the basis of this 
article it seems that if the chainless has any 
fault it is from me selling standpoint; for 
certainly its increasing ease of running in- 
clines the possessor to hold on to it; there 
is small desire for change or a new mount, 
so complete and lasting is the satisfaction. 

The chainless is much like a shoe: the 
longer you use it, the better it feels. 

It is only the motocycle, with its sugges- 
tions of speed and progress without effort 
or perspiration, that seems a charmer cal- 
culated to woo one away. 

But the motocycle is not of to-day, nor 
very largely of next year. The trade cannot 
afford to overlook it; but meanwhile, and 
for the immediate future— for next season-^- 
the chainless has every claim to a greater 
share of its attention and energy than it 
has had in the past. 

There is more money in it for the maker 
and more for the retailer, and this seems a 
pretty sound reason why it should be more 
generally taken up. 

So much has been said for and against the 
chainless that THE BICYCLING WORLD, 
while urging its commercial advantages, has 
not been hasty in passing judgment on its 
intrinsic worth. 

And it is not as the result of any techni- 
cal experiments nor machine-made tests, but 
as the outcome of the ripened experience of 
a practical, everyday road rider, that the 
statements and opinions here made are re- 

One Less in Los Angeles. 

The Cleveland Cycle Co. of Los Angeles, 
one of the best-known and most active 
houses on the Pacinc Coast, has retired from 
business. R. C. Lennie, senior member of 
the firm, goes on the road for the Lozier de- 
partment of the A. B. C, while Joseph Osten- 
dorf, his partner, goes to San Jose, to open a 
branch for Leavitt & jjiII, of San jirran- 
cisco. The firm nandled Clevelands not only 
locally but in South California and Arizona; 
it was the trust's withdrawal of this terri- 
tory that caused the break-up of the firm. 

Here's All=Around Satisfaction. 

To a note of congratulations to the BI- 
CYCLING WORLD on its recent moves, W. 
K. Thomas, of the Maine Cycle and Mfg. 
Co., adds a nne that shows the rosiness of 
Racycle affairs. 

"Our business this year is more than 
double what it was last," he says, "and our 
factory is still running— something unprece- 
dented, as we generally shut down during 
the summer. The outlook for next season, 
too, is splendid." 

For Cash Only. 

An example that might be followed wiui 
much profit by their fe^ows in other places 
is set by certain dealers in Albuquerque, N. 
M. They have signed an agreement read- 
ing as follows: 

"We, the undersigned, bicycle dealers of the 
city of Albuquerque, do hereby agree to repair 
and rent bicycle and all bicycle sundries for 
cash only on and after , August 1, 1900 — 
Albuquerque Cycle anu Arms Company, G. 
B. Hopping, H. Brockmeier, Will J. Scott,. 
F. E. Robinson." 

"Motocycles and How to Manage Them." 
The name explains the nature of the book. 
Price 75 cents. For sale by The Goodman 
Company. * * * 




Racing's Part in the Development — Changes 
Making, but Prices are Firm. 

Paris, September 6.— The professional rac- 
ing man has been a very useful auxiliary to 
the cycle manufacturer, and now that he is 
being drafted into the ranks of the moto- 
cyclists his scope of usefulness is being con- 
siderable widened, for he has become not 
only a racing man, but a sort of budding en- 

As the motocycle maker is obliged to keep 
a certain number of men to pilot his ma- 
chines, be is inclined to give preference to 
the old professionals, and there are some 
scores of them now in this new branch of 
the industry, earning comfortable livings in 
the fitting shop and winning big prizes on 
the road and track. Others who have been 
brought up in the motocycle trade have de- 
veloped a talent for racing, and between the 
two the tricycle has undergone such a 
change through a process of selection and 
adaptation that it has become a very differ- 
ent instrument from what it was, say, a 
couple of years ago. At that time no one 
dreamed of using an air cooled motor on a 
tricycle developing more than two and one- 
quarter horse power. In fact, it was only 
just then that De Dion et Bouton had made 
a new departure by leaving the old one and 
three-quarter horse power motor and going 
to a higher power, and when buyers heard 
of this they supposed that the new machine 
might be all very well for the racing cyclist, 
but would hardly do for the plodding tourist 
who feared that the vibration would inter- 
fere with his own comfort and shake the 
machine to pieces. Nowadays the two and 
one-quarter horse power motor is accepted 
by every one, with a promise of its giving 
way to a still more powerful engine, and the 
racing cyclist does not think that he is prop- 
erly equipped unless he has got a machine 
with a motor developing up to six horse 

As a matter of fact, the force of the motor 
is merely limited by the difficulty of keeping 
it cool. The makers of the Aster motor 
showed what could be done by putting thin 
ribs of corrugated copper on the cylinder, by 
which means they were able to give a larger 
radiating surface, and this motor can be 
made up to three horse power and run con- 
stantly without any trouble. Other makers, 
like Romain, of Orleans, have tried to adapt 
four horse power motors, cooled partly by 
air circulation and partly by water jackets, 
but, as water cooling is entirely out of the 
question on motocycles, the system does not 
seem to make much headway. A further 

step in the direction of employing high pow- 
ered motors was made when the Soncin en- 
gine was put on the market. This motor 
develops up to six horse power, and this 
seems to have been obtained simply by mak- 
ing the cylinder with a large bore and fitting 
it with big exhaust valves. Of course, the 
motor is heavy and consumes a good deal of 
spirit, and it is for this reason that it is only 
employed, as a rule, on racing tricycles and 
voiturettes. This, no doubt, represents the 
limit at which air cooled motors can be built, 
for it is not easy to see how motors of higher 
power can be used without causing a lot of 
trouble. As it is, these racing motors will 
never give good results in the hands of an 
amateur, and only those who are thoroughly 
up to all the tricks of manipulation can do 
any good with a tricycle of this type. 

Not only in the motor, but also in the form 
of the tricycle, there has been a great change 
of late. The professional has seen the ad- 
vantage of diminishing the wind resistance, 
and so he crouches down on the machine as 
if he were lying along the top bar. The tri- 
cycle has thus had to be lengthened until it 
has got an abnormally long wheel base, and 
the dropped handle bar is made as narrow 
as possible, so that the rider can press his 
elbows against his sides. The petrol tank is 
a big cylinder, carrying five or six gallons 
of spirit, and, as the professional very often 
prefers to slip off the saddle and sit on the 
tank, it has to be braced up with strong 
tubes to prevent it giving way under his 
weight. Such a machine with a six horse 
power Soncin motor can be driven at a speed 
of fifty miles an hour. While, of course, 
everything is sacrificed to speed in the racing 
tricycle, very little change has taken place 
in the general arx-angement of the tourist's 
machine, which is generally propelled by a 
De Dion, an Aster or a Buchet motor, this 
last named being of the De Dion type except 
that the gas mixture is exploded on the top 
of the cylinder instead of in a combustion 
chamber at the side. There are several other 
motors on the market, which I shall probably 
have occasion to deal with more fully from 
time to time, and I merely refer to them 
here in order to show that the buyer has a 
dozen or more good motors to select from 
now, whereas a couple of years ago there 
were not more than three or four on the 

In speaking of the changes which have 
taken place in the motocycle, it may be inter- 
esting to deal with the question of price, as 
a good many buyers seem to be under the 
impression that by waiting some time they 
may be able to get machines more cheaply 
than they can at present. All the cycle 
iirms, with scarcely an exception, have gone 
into the industry, and production has in- 
creased so enormously that there would seem 
to be some grounds for believing in an early 
drop in prices. But if we compare the lists 
of makers with those issued at any time dur- 
ing the last two years we find that no change 
whatever has taken place, for it is impossi- 
ble to get a new motor tricycle at less than 

$320, while a qaudricycle is priced at a min- 
imum of $400. There are two reasons for 
this, one being that the cycle makers have 
to buy their motors from the manufacturers, 
and the other that the construction of the 
machines themselves has so far improved as 
to put any reduction in price out of the ques- 
tion. It is certain that even these prices 
would be higher than they are now if it were 
not for the policy of one of the leading man- 
ufacturers, who has been selling his ma- 
chines at a relatively low price on a big out- 
put, and has thus compelled the other firms 
to fall into line. The big production has had 
the effect of putting any number of second 
hand machines on the market. With each 
improvement buyers get rid of thejr old 
machines, and will take anything that they 
can get for them, and it is easy to pick up 
a one and three-quarter horse power ma- 
chine for $120, and even less. Such a pur- 
chase, however, can hardly be recommended, 
as the cost of putting the thing straight 
would make it a better investment to buy a 
new machine outright 

Motocycle Rental Schedule. 

Perhaps Kenneth A. Skinner, who estab- 
lished the original motocycle store in Boston, 
was the only man in the country who carried 
a sufficient stock to justify a rental service. 
He, however, had some ten or twelve ma- 
chines for the purpose, and did more business 
of the sort than is generally supposed, Har- 
vard students being among his best patrons. 
For future use and for comparison with other 
scales, his printed schedule, as follows, is of 


First hour $1.00 

Each additional hour or fraction 75 

One-half day 3.00 

One day 5.00 

One week 20.00 

One month 50.00 

With Quadricycle Attachment (Extra). 

First hour. $ .50 

Each additional hour or fraction 25 

One-half day 1.50 

One day 2.50 

Sundays and holidays 5.00 

One week 10.00 

One month 20.00 

Automobile Lessons. 

One-half hour $1.00 

One hour road lesson accompanied by 

instructor on motocycle 2.50 

Bargain is Well Bound. 

Another deposit was last week made by 
the Queen City Construction Company to 
bind the bargain made for the Worcester 
plant of the Worcester Cycle Manufacturing 
Company. The amount, $2,500, was placed 
in the hands of Frank S. Smith, of New 
York, receiver of the Worcester Cycle Manu- 
facturing Company. The receiver now holds 
$12,500 and the Worcester Savings banks 
$1,000 to bind the offer of $25,000 for the 
plant of the works. 

William Shrive, a Yonkers (N. Y.) assem- 
bler, deserves to go on record as a brave 
man. He has made up several bicycles fitted 
with parallel instead of ^all bearings, and 
he expects to sell them, too. 




Trading in " no Longer Unqualifiedly Con= 
detuned — How to Help it. 

It is characteristic of mankind to appre- 
ciate a good thing only when it is too late. 

This remark is at least half way applicable 
to the attitude of the trade toward traded-in 
machines. When the custom of trading-in— 
evil or abuse were the terms usually be- 
stowed on it — was in full swing the trade 
was almost a unit in condemning it. Now 
that it has -shrunk to diminutive proportions 
there are not wanting signs that it is held in 
higher esteem than it ever was before. 

The mistake was made of confounding the 
abuse of the trading-in system with the sys- 
tem itself. It was always contended by a 
few level-headed observers that it was the 
abuse, rather than the system, that should 
be thrown overboard. Events have done 
much to prove them right. 

At the present time trading is indulged in 
only to a small extent. Even now, dealers 
would prefer to make a straight sale than to 
take a second-hand machine in part pay- 
ment for the new one. But they welcome 
the latter class of trade with almost equal 

The reason— or, rather, the reasons— are 
plain. Sales are unwontedly and unwelcome- 
ly scarce on any basis; and trades of this 
character can now be made at a profit and 
with little or no risk. With this double rea- 
son, some dealers seek trades with an as- 
siduity only second to their craving for the 
straight-out purchaser. 

A reason frequently advanced for this 
comparative remissness on the part of the 
buying class is the small allowance made for 
the old machines. This, it is held, acts as a 
deterrent; riders traded before because they 
received a big allowance, and now that this 
is no longer obtainable they hold aloof. Only 
by returning to the old order of things could 
their attitude be changed. 

There is just a grain of truth in this con- 
tention, and this alone enables it to hold 
water. Owners of machines costing them 
originally $75, and even $100, naturally feel 
reluctant to part with them for an allow- 
ance of $5 or $10, especially if, as is fre- 
quently the case, they are in good running 

But even they— and such riders are in a 
minority— see the folly of expecting big al- 
lowances when they reflect upon present 
prices. If the new machine costs anywhere 
between $25 and $50, they pay less, even 
with a merely nominal allowance on the old 
machine, for the new one, net, than under 
the old regim§. A little talk will convince 
them of this. 

If this is not what keeps riders from 
changing— and it must be admitted that it is 
not— the interesting question is, what is it? 
Is it because they don't want to trade, or be- 
cause it is not made worth their while to do 

so? The truth will be found to lie between 
these two causes. 

To be perfectly frank, there are many 
riders who would not change. Their interest 
in the sport is no longer the keen one that 
formerly marked it, and for the limited rid- 
ing they do the old machine answers the 
purpose. It would be little short of im- 
possible to tempt them to invest. 

But there is another class that holds back 
for another reason. The lack of novelty is 
the cause of their inaction. Why should 
they change, they ask, when the new ma- 
chine contains no new features? How would 
they be benefited by their expenditure? Fail- 
ing to obtain any satisfactory answer to this 
question, they do nothing. 

Change, novelty, new features— these 
would not put the business where it was a 
few years ago. But they would cause a 
marked improvement to take place, and the 
sooner this is realized the better it will be. 

Morgan *WRiGHffiREs 



Morgan & Wright 

NEW YORK BRANCH: 214-216 WEST 47th ST. 


Near Fort Hill Square. 

Development in Cones. 

Nelson's adjustable cone is one of the 
smaller devices in which the trade should 
be interested, particularly the dealer and 
repair man. This cone is adjustable by 
means of a washer and nut which screws 
over the cone's body, and may be adjusted 
to fit any depth of a cup. The washer is 
made of soft steel so it may be turned or 
filed down to any size required, but it is not 
necessary to fit the washer inside of the 
cup, as it can run on the outside as well. 
The locknut locks the washer in place when 
properly adjusted. It seems a ready device 
for quickly and cheaply replacing broken or 
wornout cones. It is made by the A. Nelson 
Manufacturing Company, Chicago. 


Brought to Bay, Rackman Calkins Calls a 
Rome Bank Into Court. 

Standard Rims and Tires. 

It is worthy of note that the Orient motor 
bicycle is, in spite of its weight, fitted with 
wood rims and the regulation single-tube 
cemented tires, the latter being 1% inches 
in diameter. 

For some weeks there has been a lull in 
the cycle rack litigation incited by E. S. 
Calkins, of Syracuse, alleged inventor of the 
universally used T rack. The exposure of 
the methods employed, and of the very 
slight foundation for the, claim that the 
Calkins patents had been pronounced valid, 
had resulted in a cessation of the royalty 
payments, and matters were at a standstill. 

Convinced that there was no longer any- 
thing to be gained by a continuance of this 
policy, and confronted with the necessity 
for either giving up his game of bluff or of 
taking some step to make it good, the latter 
plan appears to have been decided on by 
Calkins. At any rate, steps were taken last 
week to bring the matter to an issue and 
have the courts make a ruling on the valid- 
ity of the patents. Of course, such action 
is a virtual confession that the judgment 
obtained over E. C. Stearns & Co. by de- 
fault carries with it uo binding force. 

Borne, N. Y., was the town selected to 
make a test case, and the Farmers' National 
Bank was picked as the victim. On Satur- 
day last Calkins, through his attorneys, Hay 
& Parsons, filed a complaint in the United 
States court at Utiea against the Rome bank. 

The complaint prays for a writ of injunc- 
tion restraining the Farmers' National Bank 
fr( m further using or selling bicycle racks 
resembling an inverted T, and also asks for 
damages for what has been done in the 
past by that concern detrimental to the busi- 
ness of Calkins. 

The complainant claims to be the inventor 
of bicycle racks resembling an inverted T, 
and that he obtained a patent on the said 
velocipede support. He further states that 
the defendant, well knowing the premises 
and rights of the complainant, but contriving 
to injure him and deprive him of the bene- 
fits and advantages which might accrue to 
him from said invention, made, constructed, 
used, and vended to others to be used, veloci- 
pede supports employing and containing said 
design, and that it still continues to do so, 
and further threatens to do so in large quan- 

The complainaut claims that the defend- 
ant received notices to discontinue, but dis- 
regarded all. The complaint prays for a 
writ of injunction restraining the defendant, 
its officers or agents, from funher using or 
selling the racks, and requests that the stock 
which it now has on hand be destroyed. 
Calkins also asks the Court to determine the 
amount of damages he has suffered by the 
defendant's operations, and requests that 
tha defendant be instructed to pay that 
amount to the complainant. 

W. A. Neff, representing the Wyoma 
Coaster-Brake Company and the Beading 
Screw Company, is in New York this week. 




Marvellous Growth of the Industry — Im- 
ports Nearly Double in Three Years. 

While the average cyclist and cycle trades- 
man knows what an important part india 
rubber played in the development of the 
bicycle industry, and in making easier the 
wayfi of the world, few realize that more 
than $100,000,000 worth of the material has 
been imported into the United States curing 
the last four years, and more than $60,000,- 
000 worth in the last two years. 

A decade ago the annual importations of 
india rubber amounted to about $15,000,000; 
now they exceed $30,000,000, and are stead- 
ily increasing. Practically all of the im- 
portations of rubber come in crude form for 
use of manufacturers, who are constantly 
extending its application to various new 
lines of industry. Northern Brazil, Southern 
Mexico, the West Indies, Central Africa, 
India, the Straits Settlements, and the Dutch 
East Indies supply this increasingly impor- 
tant feature of our importations. Probably 
no single article has made a more rapid 
growth in its relations to manufactures, and 
consequently commerce, in the last few years 
than rubber. As a consequence attention is 
now being given to the cultivation and sys- 
tematic production of the various plants and 
trees from which it can be produced. 

These statements are suggested by the re- 
ceipt by the Treasury Bureau of Statistics 
of a publication detailing the systematic 
efforts being made for the cultivation of 
india rubber trees and plants in the British 
colonies, especially those of Central and 
South Africa. This, coupled with the well- 
known fact that our own Department of 
Agriculture has already begun experiments 
and inquiries in this line in the island terri- 
tories of the United States, adds greatly to 
th; interest in this question and to the pos- 
sibility that the $30,000,000 a year which we 
are now ^euding out of the country for this 
product may be expended under the Ameri- 
can flag and among American producers. The 
fact that Southern Mexico and Central 
America are natural producers of india rub- 
ber in considerable and increasing quanti- 
ties, and that large quantities are produced 
iii and exported from the islands and main- 
land inimedistely adjacent to the Philippines 
suggests great possibilities in this line both 
in Cuba, Porto Rico and in the Hawaiian and 
Philippine Islands. 

India rubber is not. as is generally sup- 
posed, the product of a single tree, but, on 
the contrary, is produced from a variety of 
trees and plants. Some of these nourish only 
in a moist soil and atmosphere, while others 
thrive on stony soil, provided they receive 
ample though intermittent rainfall; though 
in all cases a tropical or sub-tropical climate 
is requisite. Most of the india rubber of 
South and Central America and India is 

from trees, but in the islands of the Indian 
archipeiago, the supply of rubber is chiefly 
from a gigantic creeper, which in five years' 
growth attains a length of 200 feet and from 
20 to 30 inches in circumference, and winch 
yields annually from fifty to sixty pounds 
of caoutchouc. Java, Sumatra, Penang, 
Singapore and French Indo China are al- 
ready large producers of crude india rubber, 
or caoutchouc, and its production in the West 
Indies has been sufficient to indicate the 
entire practicability of its being made an 
important iLdustry in Cuba and Porto Kico, 
a.-3 well as in the Hawaiian, Philippine and 
Samoan J?iands. 

The following table shows the value of the 
importations of crude india imbber and gutta 
percha into the United States in each fiscal 
year from 1890 to 1900: 

1890 $14,854,512 

189.1 18,020,804 

1892 19,833,090 

1898 17,964,667 

1894 15,162,333 

1895 18,475,382 

1896 16,781,533 

1>97 . 17,558,163 

1898 25,545,391 

1899 31,875,207 

1900 31,555,483 


Utica Inventor Utilizes Steam Engine Prin= 
ciples — Method of Operation. 

Possibilities of the Two Wheeler. 

Amongst the great crowd of cyclists the 
future of a practical and efficient motor bi- 
cycle is a topic of everyday conversation, 
says Wheeling. First and foremost, the ques- 
tion of storage would be of small considera- 
tion, the narrowest doorway being easily ac- 
cessible; then the cost of traction would be 
so much less in comparison with a tricycle, 
while the initial outlay on the machine would 
probably be found within the means of the 

Attempts have from time to time been 
made to produce motor bicycles, but in most 
instances the popular taste has not been 
captivated, and failure has resulted. One of 
the chief difficulties in the way of the motor 
bicycle is, of course, that of starting, but 
once the machine is running there is small 
difficulty, and the one track is all in its 
favor. That inventors are beginning to see 
the possibilities of a great future for motor 
bicycles is evident from the records at the 
Patent Office. 

Enthusiasm Tells. 

Unquestionably, some riders are better 
suited with long cranks and high gears than 
others. The rub is to find out just how it 
affects each individual, and this is only to 
be done by practical test. Extended use of 
the two types will alone qualify a rider to 
render an opinion that is worth anything. 
In this country, unfortunately, experiments 
with abnormal crank lengths is almost out 
of the question. Anything over eight inches 
can be procured only if made to order, and 
even then the rider wouid be handicapped 
owing to the fact that his machine is of the 
regulation type and not constructed to with- 
stand the excessive strains put upon it by 
the long cranks and high gear. 

Not content with the numerous forms of 
chainless bicycles now on the market, a 
Utica (N. Y.) man, Frank J. Wadman by 
name, has come forward with a new chain- 
less gear for which all the familiar claims 
are made. While it dispenses entirely with 
the chain, it does not have recourse to any 
of the well-known forms of bevel or similar 
gearing. Instead, the steam engine is the 
type of motive power which is regarded as 
the most worthy of being imitated. 

The new arrangement is one of the sim- 
plest and most convenient that can be imag- 
ined, says the description. The two cranks 
are fixed to the shaft as in an ordinary wheel, 
but there the similarity ends. In place of the 
rotary movement the pedals make a swing, 
which is about a third of a circle in its en- 
tirety. The crank on the right side of the 
frame, on which side the motive power is 
always applied, is attached to a small bit 
in a ball bearing joint. The other crank is 
attached by means of the shaft to another 
bit on the same side. To both of these bits 
are affixed piston rods, of light steel, which 
are fastened to a medium sized gear wheel, 
placed on the frame near the rear wheel. 

The gear wheel is placed so that its teeth 
fit into the teeth of a smaller wheel attached 
to the hub of the rear wheel. 

The principle involved is the same as that 
of the steam engine, in that it has two piston 
rods. The new part, however, is in the ap- 
plying of the foot power, in place of steam. 
Depressing one of the cranks compels the bit 
attached to it to make an arc, and the piston 
accordingly is pulled forward. With the 
other bit the piston is pushed backward. 
Both the pistons are attached to the gear 
wheel in a socket joint. A complete back 
and forward movement of the pedal makes 
one complete revolution of the larger gear 

There are eighty-three teeth on i^e large 
gear wheels of the models now in use, and 
twenty-eight on the smaller one. This gives 
a ratio of one-third; that is, the smaller 
wheel revolves three times to the larger's 
once. As the crank moves but one-third of 
a circle either way, and in the complete 
movement makes two-thirds of a movement, 
it can be seen that the two-thirds movement 
of the new contrivance equals the entire rev- 
olution of an ordinary 84-gear wheel. 

For it are claimed lightness, durability and 
easy running. There is no dead centre what- 
ever, and no power is lost. The pillar post 
of the wheel is placed more perpendicular 
than is commonly the case, placing the rider 
almost directly over his pedals and giving 
him additional leverage. No saddle which 
has to be straddled is necessary; in fact, 
Wadman has a special saddle, resembling 
the seat of a chair. This is especially for 
women. Long skirts can be worn by women 
without the least danger of tearing. The 
wheel, in comparison with the chain models, 
has a gear of 110, and at this extreme it is 
as easy to pump up a hill on it as on a 70- 
gear chain. 




Shergold's Safety was Faulty in This Re= 
spect — Priority Established. 

Apropos of the suggestion that a subscrip- 
tion be taken up for the benefit of the im- 
pecunious English cobbler Shergold, the 
claimant to the honor of having invented 
the safety bicycle, a description and cut of 
which were published in the BICYCLING 
WORLD some time ago, Cycling contains an 
exhaustive article on the subject of the ma- 
chine, contributed by the veteran trade 
writer, A. J. Wilson. 

The conclusions reached by the latter are 
that the machine in question may have been, 
and in all probability was, constructed at the 
time and in the manner claimed, viz., in 
1876, and by Shergold himself in his cob- 
bler's shop. The weight of evidence, while 
not of a positive or convincing character as 
far as this machine is concerned, is yet in 
that direction, and Wilson sees no reason 
to doubt the claims made. It was plainly 
the work of a person unfamiliar with bicycle 
construction as known at that day, the sad- 
dle being the most up-to-date fitting. This is 
explainable on the ground of Shergold's 
knowledge of leather. 

But exception is taken by Wilson to the 
claim that this machine was the first safety 
bicycle. He holds that others very much 
like it appeared later, preceding Starley's 
Rover, but that they all lacked the feature 
that made the latter successful— the direct 
steering. Touching on this point Wilson 

It is easy to understand why the enter- 
prising advertisements failed to bring a 
great amount of trade to Shergold because 
although the germ of the modern bicycle 
was there in the rear-wheel chain drive, one 
can easily see that even when such a ma- 
chine was brand new and well lubricated it 
would be slower and less manageable than 
the tall bicycle of the day; slower because 
of the crudities of its construction; less man- 
ageable because it had bridle rod steering. 

Herein lay the cardinal defect of the de- 
sign, and herein lies the one cogent reason 
why credit cannot be given to Shergold for 
having invented the modern bicycle. If we 
accept the bicycle as having been genuinely 
made by Shergold on the date named, the 
utmost we can do is to admit that it antici- 
pates Lawson's bicyclette. There is no ques- 
tion about that, that if Shergold's bicycle 
was made before Lawson's bicyclette, the 
latter had absolutely nothing new in it, but 
was quite conceivably a deliberate copy of 
Shergold's machine, which Lawson may 
have seen on the road, Gloucester not being 
so very far from Coventry. 

But even if it be admitted that Shergold 
anticipated Lawson, that does not constitute 
him the inventor of the modern bicycle, be- 

cause Lawson's bicyclette was not like the 
modern machine. The bridle rod steering 
knocks both machines out of court. I have 
more than once pointed out that all these 
machines, such as the bicyclette, the B. S. A. 
and Starley's first Rover, failed because of 
their bridle rod steering, and that the one 
great improvement which made a success 
of the second Rover was the use of a big 
wheel in a sloping fork, which enabled the 
steering to be direct. 

Mr. J. Wareing, of the Gloucester City and 
County Cycle Company, must surely be 
aware of this cogent circumstance, and it is 
not fair for him to issue the circular, of 
which I hold a copy in my hand, asserting 
that Shergold's machine embodied "all the 
points of the modern safety." 

It did not embody them all. It did not 
embody the one point which made the modern 
safety a success, and without which the 
modern safety would never have supplanted 
the old ordinary. Lawson's bicyclette, even 
if it was a deliberate copy of Shergold's, was 
infinitely better in construction, being made 
by people who had a big factory and knew 
all the arts of bicycle construction so far as 
those arts had been carried at the time, yet 
all the Ariel and Rudge companies' skill 
could not make a success of Lawson's bi- 
cyclette, which was taken off the market 
and disappeared from the makers' price list. 

Similarly, when Starley revived the pat- 
tern, the first Rover was not a success, and 
had nobody improved away the bridle rod 
steering we should still have been riding the 
ordinary bicycle. The one radical point of 
departure which enabled the Rover to set 
the fashion to the world was the use of the 
big front wheel in a sloping fork, which sub- 
stituted direct steering for the bridle rod 

Thus the only conclusion that I can arrive 
at is that Shergold's bicycle may have been 
made in 1876, and that at present I see no 
reason to doubt that it wau made in 1876, 
but it was not the prototype of the modern 
bicycle. Such credit as Shergold is entitled 
to consists in having anticipated Lawson's 
unsuccessful bicyclette. 

Cyclists are not "indebted to Mr. Shergold 
for the pleasure they enjoy awheel," because 
the public never gained any advantage from 
Shergold's invention. It was not until 1885 
that Starley perfected the Rover, and it is 
at that point that the public began to have 
a look-in. 

Want Longer Season. 

Press dispatcnes from Bristol, Conn., 
speaking of the local bell plants, which have 
been closed for some little time, say: 

"The bicycle bell business is quiet, due to 
the lack of interest this year in bicycling. 
The New Departure and Liberty Bell com- 
panies' plants are practically closed, and 
have been for some time. The managers of 
both firms are casting about for something 
new that will keep their factories busy 
twelve months in the year, instead of manu- 
facturing bicycle bells for six months and 
lying idle for six months." 



(Oldest Pedal Manufacturers in America) 

We are still doing 
business at the old 
stand and propose 
continuing to do so 
for sometime to come 

Curtis Pedals 



Will maintain the 
reputation they have 
always had «£ That's 
the best we can say 
for them *£ <£ *g «$e 
We are now ready 
to talk prices <£ and 
make contracts <£ <£ 
Are you ? *£ *£ *£ 

Reed & Curtis 
Machine Screw Co. 




Outside the Facts. 

That "professor of mathematics and en 
gineering" who is quoted as saying that "the 
bicycle as made has no right to bear the 
weight of a man" may have been well with- 
in the textbooks, but he was wofully out- 
side the facts. 

The bicycle has dumfoundered many a 
man of figures before the learned professor, 
and it is not without the bounds of proba- 
bility that the motocycle will, ere it is many 
years older, add to the confusion of his kind. 
Had the bicycle been left to the mercies of 
the wise and scientific, but anything but 
imaginative, members of the engineering fra- 
ternity, the art of cycle building at the pres- 
ent day would have been in a very different 
position. Strains would have been dis- 
cussed, dissected and provided for in a most 
elaborate manner; and the result would have 
been a marvel of truss work strikingly 
reminiscent of bridges, skyscrapers and other 
fine examples of structural iron and steel 
work. But they would not have been bi- 
cycles, as the term is at present understood. 
No, the bicycle is a marvel of lightness, but 
still too heavy to suit the wishes of many 
of its riders. That it has no right to bear 
the weight of a man is an assertion that 
they will hesitate to assent to. And, really, 
it makes little difference whether they do 
or not. The bicycle does bear the weight 
of a man, and successfully; and any marked 
increase in weight to meet the views of the 
professor and his kind is quite as much out 
of the question as a return to solid tires. 

New Bracket From Bridgeport. 

The Smith & Egge Manufacturing Com- 
pany, of Bridgeport, Conn., has something 
new in lamp brackets that is sure to attract 
wide attention when generally shown. It 
has already attracted an order for 100,000 
from one of the prominent lamp manu- 

Dealer who has Done Something. 

Prank I. Clark, of Baltimore, who is here 
pictured, is one who may be termed the ad- 
vanced type of cycle retailers. He is thirty- 
two years of age, and was born in Baltimore. 
He embarked in the bicycle business in a 
very small way in 1892, at which time he 
handled the Rambler and Imperial. From 
1893 to 1896 he handled the Remington, and 
from 1896 to the present time the Orient. He 
has seen the rise and fall of the cycle's 
popularity, and, believing in the future of the 
motor driven machines, he prepared himself 


For the last two winters he has travelled 
the entire South in the interest of the 
Waltham Manufacturing Company, and last 
summer made his first acquaintance with 
the tricycle, and after a few days' instruc- 
tion in the workings of the same, he started 
on a trip with the intention of going all the 
way from Waltham to Washington, D. C, 
and back again. The object of the trip was 
to demonstrate whether a person with inex- 
perience could accomplish such a trip suc- 
cessfully. Another object was to ascertain 
if there were any structural weaknesses in 

the machine, which the hard roads would 
put to the test, and thus enable the manu- 
facturers to remedy it in their 1900 models. 
The motor used was a 1% horsepower, and 
the start was made with the front attach- 
ment, or quadricycle, on which Clark carried 
about 100 pounds baggage. The hardest part 
of the trip, he says, was made with a man 
weighing 185 pounds, a representative of a 
Worcester newspaper, on the front seat, the 
distance being from Worcester to Spring- 
field, which was accomplished successfully. 
During this trip rain, mud and roads of all 
sorts were encountered, and the return trip 
was completed in something like twenty- 
eight days, an average of about 100 miles a 
day. Despite the small horsepower and 
hard work it was put through, the result was 
most satisfactory, and outside of proving its 
practicability Clark found many small me- 
chanical points which the company remedied 
in their present models in order to now with- 
stand the most extraordinary usage. He is 
now riding the machine daily over the rough 
cobblestone streets of Baltimore, and says 
he cannot too highly recommend it. 

Only this month Clark undertook another 
task that gives him claim to no little grati- 
tude and attention. As yet motocycles are 
barred from the parks of the principal cities, 
Baltimore among them. Clark was not to be 
denied, and, engaging counsel at his own ex- 
pense, he rode into the park and invited ar- 
rest. The police, however, were nonplussed, 
and feared to take him in without special 
authority. The authority never came, and 
Clark is still awaiting action. 

Has a Tricycle, too. 

Although not generally known, the Fried- 
man Automobile Company, of Chicago, in- 
cludes a motor tricycle among its produc- 
tions. One of the machines is on exhibition 
in New York at the Automobile Storage and 
Repair Company's rooms, No. 57 West Sixty- 
sixth street. The Friedman people expect to 
open a branch office here soon. 







How and Why the Motocycle May Bring 
Back the Lost Art. 

"With the growth of the motocycle industry 
the manufacture of steel rims in this coun- 
try takes on a new aspect. While very far. 
from being in a way to attain the eminence 
it once enjoyed, it is, undoubtedly, in a very 
different position now from what it was a 
year or two ago, and the growth will con- 
tinue for some time to come. 

It is little exaggeration to say that wood 
rims killed the steel rim industry, seemingly 
beyond hope of resurrection. The art may 
almost be said to have become a lost one, 
the few rims that were still fitted to bicycles 
coming from the same place that the com- 
pleted machines were to be sent, viz., Great 
Britain. On machines intended for sale in 
this country they were unknown. No maker 
even thought of fitting them. 

But the whirligig of time has brought 
the in back, or, at least, made a beginning. 
Motocycles are the entering wedge, and while 
all motocycles will not be fitted with steel 
rims, yet undoubtedly the bulk of them 
will, for some time to come at least. When 
the refining process has once set" in, and that 
is, apparently, a great many years off, the 
quesuon of rims will be taken up, of course, 
but until then there seems to be no reason 
to doubt that steel ones will have the call 
by a very decided majority. 

The* causes are not far to seek. First, 
there is the disposition to take no risks, and 
where weight does not cut any figure steel 
rims answer this purpose admirably. They 
can be made of any gauge and shape re- 
quired, and this is much more than can be 
said of wood rims. The latter may be a.i 
right fcr some motocycles— motor bicycles 
with small tires, for instance— but they are 
best left alone when larger and heavier ma- 
chines, fitted with much bigger tires, are in 

In the second place, the old war of tire 
patterns is on again, and a very pretty con- 
test is promised before a settlement is 
reached. So far, it must be admitted, the 
detachable tire has the call. Makers of moto- 
cycles evince a marked fondness for them — 
a fondness, be it stated, based on very con- 
vincing reasons. Whether they are right, as 
will be asserted in some quarters, or wrong, 
as contended in others, is outside the present 
discussion; the fact, however, remains, and 
has its effect on the subject of rims. 

Wood rims can be, and are, made to take 
practically any pattern of tire. Beaded edge 
and wired-on types are equally served by 
them, and very little complaint is to be re- 
corded in the case of either. Nevertheless, 
they do not possess the advantages of the 
wood rim as applied to the cemented variety 
of tire, and no amount of ingenuity in design- 
ing will quite overcome this defect. The su- 
periority of wood rims over steel is, in the 

case of cemented tires, unquestioned, in this 
country at least; when it comes to detach- 
able ones the case is very much weaker, and 
the net superiority very slight. 

It will be readily seen, tnerefore, that steel 
rims on motocycles are in for a goou run. 
The demand for them must be supplied, even 
if, as at present to some extent, recourse 
must be had to importations. But that is 
too roundabout a way — too expensive, too 
long-winded— to hold sway long. Even now 
there are firms in this country turning out 
steel rims, and the number is certain to in- 

The revival of the industry is a very easy 
matter. But few obstacles are to be sur- 
mounted; any metal working firm can place 
itself in a position to roll rims in short order, 
and there should be no trouble in taking 
care of all the trade there is now or will be 
in the future. 

Keim "In It" on Pedals. 

-\s ever, John R. Keim, the Buffalo parts 
maker, means to be distinctly "in it" on 


Valuation of the Overman Plant Still Claims 
the Court's Attention. 



pedals next season. He will market five 
patterns, one of which is here shown, and 
quote prices that cannot fail of interest. With 
an eye to export trade, the pedals will be 
fitted with United States or B. S. A. pins. 

Disadvantages of Double Cylinders. 

More and still more power is the cry, even 
with the comparatively light motocycles. It 
may be that the art of building motors will 
make sufficient progress in the near future 
to render feasible the construction of more 
powerful ones than have yet been turned 
out; and, if so, the disagreeable necessity 
of turning to double cylinder motors will be 

Speaking of the troubles attending the lat- 
ter, a well-posted observer says: 

"With a single cylinder motor there is less 
trouble in finding out the cause of defective 
working and tracing the particular valve 
which is wrong — for it is nearly always a 
valve which is at fault. With the double 
cylinder motor this risk of failure is in- 
creased twofold, and in addition it is some- 
times rather difficult to find which cylinder 
is not working up to its full power. 

"Then, again, the mixture of a twin-cylin- 
der engine, even when controlled by a throt- 
tle valve of proper dimensions and situated 
exactly equidistant between the two combus- 
tion chambers, is always more difficult to 
regulate, so that for the unmechanical a 
single cylinder motor offers many advan- 

After hanging fire for a number of months 
the hearing in the case of the appeal of the 
trustees of the Overman Wheel Company 
against the valuation of its plant by the as- 
sessors in the years 1898 and 1899, and ask- 
ing for an abatement, was taken up at 
Springfield, Mass., last week, before Special 
Commissioner E. P. Kendrick. 

The argument of Judge Hitchcock, for the 
city of Chicopee, took the ground that a 
ruling should be carefully made, because it 
might otherwise create a precedent which 
would be used by other corporations in many 
cities, and pointed out that the value of a 
manufacturing plant consisted in its active 
operation, and that the plant on May 1, 1898, 
employed nine hundred hands, and a year 
later was employing seven hundred. He 
also compared the statement to the firm's 
creditors, showing that the assessors' valu- 
ation was away below the estimated value, 
and after contending that the machinery 
was still taxable, though not running, he 
asked for the following rulings: 

First— Evidence is not admissible on the 
question of valuation of property for pur- 
poses of taxation to show that the business 
in which the property is used is being run 
at a loss, and cannot be run profitably. 

Second— Evidence is not admissible on the 
question of valuation of property for the 
purpose of taxation to show that certain 
machines cannot be used advantageously or 
profitably in the prosecution of the particular 
business for which they were originally pur- 
chased, because of changes in the method 
of manufacturing the articles for which the 
plant is being carried on. 

Third— Evidence is not admissible on the 
question of valuation of property for the 
purpose of taxation to show that certain 
machines cannot be used advantageously or 
profitably in the prosecution of the particular 
business for which they were purchased, be- 
cause of later styles and improvements in 
such machines. 

Later Luther White will present the Over- 
man company's argument. 

Conserving Power. 

Plenty of air and as little gas as will run 
the machine is the motto of the experienced 

It almost invariably happens that the nov- 
ice is too liberal with his gas, forgetting 
that gasolene costs money, even if it is 
cheap, while the air is procured gratis in 
unlimited quantities. Not only this, but the 
question of carriage is one that continually 
besets the rider, and any method of making 
the supply last longer is hailed by him with 
delight. In this connection it is well to re- 
member that the proper proportion is about 
nineteen to one, a mixture of 95 per cent air 
and 5 per cent gas being pretty close to the 
proper thing. 




How the Most Brilliant Lustre is Imparted 
to Cycle Frames. 

In these times when prices are so low that 
every item of expense cuts a figure, there is 
small chance for the hand polishing to re- 
ceive general consideration, but here and 
there are high-priced "specials" and made- 
to-order mourns that give room for such a 
time-consuming finishing touch. The su- 
perior lustre of ^and-polished enamel is well 
known, but not all know the exact process 
to be employed. 

In the ordinary process of enamelling the 
frame is finished when it leaves the oven. 
If any variation of the original process is de- 
sired, it is in the direction of an increased 
number of coats of enamel, and longer period 
of baking to insure hardness, with, of course, 
increased care in the matter of cleanliness, 
for if a frame comes out at all rough it can- 
not be proceeded witn, and must be rubbed 
down for another coat of enamel. For this 
class of work four coats should be given, 
i. e., a priming, then bodying, and three coats 
of finishing enamel, each coat being tested 
for hardness before applying another, and 
the first two coats of finishing carefully 
rubbed down with pumice powder prior to 
the application of the last coat, which should 
be applied fairly thick, but with every care. 
Particular attention must a*so be paid to the 
rubbing down between each coat, so that 
the enamel may be of uniform thickness, as 
to rub through to the tube would be fatal 
if only at one or two points, because the last 
coat of all has to be subjected to a rubbing 
down process, and unless there is a good 
body of enamel, the whole time spent would 
be wasted, so that in the preliminary coats 
the bodying in is the chief factor, together 
with thorough drying and hardness. Most 
enamels may be rendered hard enough by 
mere increase of temperature over a short 
period of baking, but this will result in brit- 
tleness, bad adhesion, and "cracking," all 
fatal to the object in hand, so that ... is bet- 
ter to fall back on the lower heat and ex- 
tended time if the best results are required. 

Assuming that the frame is baked with a 
good, uniform thick coat of enamel— thor- 
oughly bakeu— the procedure will be to rub 
down the dust specks and other rough places, 
without, however, removing anything more 
than is absolutely necessary to insure a 
smooth surface, and this is where the im- 
portance of an originally smooth surface 
comes in, for then very little rubbing down 
is required, and the lustre is more quickly 
and easily restored, for any approach to 
deep scratches would be fatal to the work, 
so that the baking must be done so as to 
leave the last coat as smooth as possible. 

The actual outline of the process of hand 
burnishing is extremely simple, as it consists 
of nothing more than removing surface de- 
fects by rubbing down with certain mate- 

rials, which rubbing ^own, of course, de- 
stroys the lustre of the enamel; then, when 
the necessary smoothness of surface is ob- 
tained, in restoring the lustre by further 
rubbing, the result in the best instances re- 
sembling polislied ebony. The materials re- 
quired in whole of the rubbing down and 
repolishing processes may be all or part of 
the following: 

Lump pumice stone, finely powdered pu- 
mice, powdered rotten stone, crocus powder, 
tripoli powder, No. 1 rouge, fine rouge, and 
jewellers' rouge, the only other items neces- 
sary being clean water and soap, with plenty 
of elbow grease and patience. On removing 
the frame from the oven it is carefuhy ex- 
amined for surface imperfection, and if 
there are many large sized dust specks or 
other faults it is no use proceeding on hand 
burnishing lines, the frame is simply rubbed 
down with lump and powdered pumice, 
washed clean, dried, and treated to another 
finishing coat, but when the surface appears 
suitable for treatment any prominent defects 
must be removed individually, and with the 
greatest care, using a lump of selected pum- 
ice of small size, suitable shape and fine 
grain, the piece of pumice is soaked in water 
and the speck is rubbed away with the light- 
est possible touch, the ooject being to re- 
move the speck only, without interfering 
with the neighboring surface of smooth 
enamel, and the pumice requires handling 
with some care to avoid making scratches, 
which it would be impossible to thoroughly 
eradicate; at this stage, too, the workman's 
knowledge and experience are brought into 
play to determine whether the enamel sur- 
face is hard enough to withstand the bur- 
nishing, because, if not, the time taken up 
in rubbing down the surface so carefully 
will have been largely thrown away, for 
once rubbing down is commenced the thing 
must go through either one way or the 
other; either the hand burnishing is a suc- 
cess or the frame must go back to the oven. 

But, assuming that all is favorable and a 
good body of enamel with fine surface is 
obtained from the pumice stone, the next 
step will be to rub down the surface gener- 
ally with soapy water and crocus or tripoli, 
judgment, based on experience, being the 
guide as to wnat grade shall be used; for 
it must be borne in mind that the coarser 
the powder used for rubbing down, and 
the longer that process is continued, the 
longer will be the time taken in restoring 
lustre, and the worse that lustre will be, so 
that in the case of an exceptionally smooth 
frame it may be necessary to use nothing 
coarser than medium rouge, applied with 
the palm of the hand, and soapy water as 
a lubricant; when once the operator is satis- 
fied that the surface is smooth enough, all 
trace of the former grinding material should 
be washed away and the repolishing process 
commenced; this may in cases take a wet 
form, as before, for a start, fine or jeweller's 
rouge being used, again applied on the palm 
of the hand; or, if the surface looks extra 
good and with a fair indication of bright- 

ness, the frame should be placed in the stove 
for a few minutes to dry it, and the polish- 
ing be proceeded with by using dry rouge 
of a grade indicated by the surface. 

But there are other points to be noted in 
some cases before this stage is reached. 
After the rubbing down with wet crocus 
or tripoli or rouge it will sometimes occur 
that in washing down the frame there are 
red patches of the grinding material left in 
the enamel, and which cannot be got away 
with soap and water, or even spirits; this 
is due to softness in the enamel and the 
warmth caused by friction and the pressure 
of rubbing, and when this state occurs the 
best means of removing the colored patch 
is smart rubbing with a dry strip of some 
linen fabric, such as an old table cloth or 
even linen towel, the frame being supported 
in a vice or stand, and a fair pressure ap- 
plied to the linen strip while polishing cross- 
wise of the tube. If under this treatment 
the enamel comes away along with the rouge 
it is too soft, and the frame had better be 
passed into the stove for another hour if 
the surface is not beyond hope, although all 
the rouge must be removed first, or it will 
bake in and be irremovable afterward. 

Another material which may be called in 
to assist in the final polishing in the dry 
stage is silk velvet in strips, or even vel- 
veteen, but it should be undyed or well 
washed to remove certain chemicals and 
grease. The velvet pile is lightly loaded with 
rouge and the strip passed around the tube 
with light but brisk action and constantly 
varying position, the eye following all the 
movements and effects, until the surface ap- 
pears good enough for the final touch, which 
is done with the finest rouge, applied lightly 
on the palm of the hand, though the soft, 
fleshy part of the forearm makes the best 
polisher of all, and in this final polishing the 
tubes are rubbed lengthwise, thus tending 
to remove any light scratches left by the 
former circular motion. 

After the first general rubbing down with 
crocus, tripoli or rouge, with water and soap, 
it is best to let the composition dry on and 
then rub it away, still dry, with a strip of 
velvet or other fabrics, because this further 
assists in the polishing, and the material as 
a whole comes away easier than by washing, 
though washing in clear water is necessary 
to get the powder away from the crevices. 

The general object, then, is to get rid of 
the roughness with the least amount of rub- 
bing down, because the labor of obtaining 
the final polish will be correspondingly less. 

After a satisfactory gloss and surface have 
been obtained with the finest rouge, all re- 
mains should be dusted away and an extra 
polish given with a fine chamois leather or 
old Indian silk handkerchief, light pressure 
and quick strokes being essential. 

Of course, this process will not leave the 
surface with the glasslike brilliance that the 
frame has when it comes from the oven, but 
the extra smoothness with the soft, watery- 
like floss is indicative of better work and 
altogether superior in appearance. 




Broadsides of Ink Fired at the Physician 
who Belittled Motor Bicycles. 

The English physician who some time 
since detailed his experience with a Werner 
motor bicycle has caused a deal of ink to be 
spilled on the subject. It will be recalled that 
the doctor, whose narrative and deductions 
were reprinted in THE BICYCLING 
WORLD, gave a very qualified opinion of 
the bicycle. While he enjoyed the season of 
speeding through space without effort, he 
considered that the vibration was so racking 
and fatiguing that motor cycling would 
never made much headway. 

Having given the doctor space, it is only 
fair that the "other side" should be heard. 
These are fair specimens. Hear them: 

"I am the happy possessor of a Werner 
motor bicycle, 1900 pattern, and I say with- 
out fear that it is a charming little machine 
used in the right way, and with care not 
liable to any accident that an ordinary bi- 
cycle would not be liable to. Simply be- 
cause it has a motor that will enable it to 
travel twenty-five miles an hour, is that any 
reason that risks should be taken that an 
ordinary bicyclist would not take? Of course, 
I am not comparing it to a car that one can 
take out in any weather with care, but who 
would ride a bicycle over greasy roads at 
any pace above a few miles an hour, or go 
sharply round corners? Personally, I ride 
mine every day; find it perfectly under con- 
trol, and see no reason why I cannot ride it 
till I am tired. It is, in my opinion, a ma- 
chine that will be sold by the thousand if 
produced at about £30 to £35, and with one 
or two improvements. If the makers could 
only introduce a clutch for the driving wheel 
it would be perfect. I love my machine, and 
I am forty-five, and weigh fifteen stone, and 
am not a scorcher nor interested, and I say 
buy, buy, buy at once." 

"I have ridden a Werner bicycle for some 
time now, and I must say at once that for 
simplicity, fast running and reliability there 
is nothing to beat it in the shape of a self- 
propelled machine. I have ridden a Werner 
bicycle on wet and greasy roads around Lon- 
don, using as much care as riding a safety, 
but up to the present have not experienced a 
side-slip. One must use discretion with any 
machine, and I think as regards a motor of 
the simplest description it would be safer 
for 'humanity at large' if such riders would 
conform to the rules of the motor, which 
would then adapt itself to any condition of 
the road. Last Sunday, journeying from 
London to Brighton, the first six miles was 
run on a greasy road. I covered the dis- 
tance in three and a quarter hours, which 
included a stop of over a quarter of an hour 
to replace a broken exhaust valve. My bi- 
cycle has run about fifteen hundred miles, 
and is as good as ever. The motor weighs 

about twenty pounds, and the machine com- 
plete weighs under seventy pounds. I can 
climb a hill of one in twelve at eighteen 
miles an hour. My experience gained through 
the use of fifteen bicycles of the safety type 
has taught me that twenty miles on either 
of them is more fatiguing than one hundred 
on a Werner." 

"I am personally interested in motor bi- 
cycles, because I possess one of these 'dan- 
gerous' machines. Some months ago I 
seriously entertained the idea of buying a 
motor bicycle, but before finally deciding I 
read all the literature and correspondence on 
the subject with which I could meet, and 
which I found almost unanimous in its con- 
demnation. I saw as many illustrations and 
drawings of existing machines as I could, 
but none appealed to my fancy. Being a 
novice concerning oil motors, although fa- 
miliar with steam, I bought a one and 
three-quarter horse power De Dion motor 
with accessories, and passed my leisure time 
in mastering its details and management. 
When I considered myself fairly proficient, I 
had a bicycle built. It arrived about the 
end of July last. Since then I have ridden 
it several hundreds of miles. In the first 
place, the machine is very heavy (consid- 
erably over one hundredweight), which at 
first makes it feel very cumbersome, and, k 
one has to push it any distance in warm 
weather, produces the effect of a Turkish 
bath, but after a short time one fails to no- 
tice the weight, and finds it advantageous, 
since no doubt the easy running of the ma- 
chine is in a great measure due to its weight. 
In one account of a motor bicycle which I 
saw the writer stated that on the level his 
machine travelled very well, but that it 
mounted hills in a very jerky manner. I 
have never noticed any difference in the run- 
ning of my bicycle, wether I be travelling up 
or down hill or on the level. I carry two 
accumulators, one in reserve, and am cer- 
tain that a motor runs much better with an 
accumulator than with dry cells. During the 
first two days that I rode the machine I had 
three falls, but did not injure myself, and 
the only damage done to the machine was 
a twisted handle bar and a bent footrest. 
On one occasion I failed to switch the cur- 
rent off before falling, and saw the motor 
make one or two spasmodic efforts while the 
machine was on the ground, but there was 
neither explosion nor fire, and on raising the 
machine I saw that petrol had flowed into 
the cylinder. After this Uad evaporated I 
started the machine and rode home (fifteen 
miles). With regard to side-slip, I have rid- 
den all kinds of bicycles during a period of 
nearly thirty years, and have never come 
across one without that tendency. As yet I 
find the motor no worse than the ordinary." 


Peculiar Claim That Front Tires of Quad= 
ricycles are First to go. 

It has been discovered by an English rider 
that on . at least one type of motocycle, to 
wit, the quadricycle, the front tires are the 
ones to wear out most quickly. 

This assertion is not likely to be given 
ready credence. Experience with bicycles, 
man-driven, shows exactly opposite results, 
and why it should be so different with a 
motoi quad, is not exactly easy to under- 
stand, notwithstanding the explanation given 
by the n^er in question, which is as follows: 

"A correspondent says he has ridden a 
quad, over 2,000 miles, and has worn out two 
"pairs of front tires, while the first pair of 
back tires are still in use. He asks us if we 
can account for the front tires wearing out 
so quickly. vVe can. Our own experience 
with a quad, has been the same. We have 
had to have one new pair of covers for the 
fiont tires, and three times have these tires 
had to go back to the makers for recovering. 
Ac first blush it would seem that the two 
driving wheels should wear out quickest, but 
this is not so. The two back tires, although 
they do carry more weight than the front 
ones, run without the sudden deviations 
which the front or steering wheels have to 
make. It stands to reason that there is con- 
siderably more wear on the front wheels by 
reason of the steering on all sorts and con- 
ditions of roads, and we wonder it has never 
occurred to tne makers to fi. stouter tires to 
the front wheels." 

Even this explanation does not make out a 
case. In a quad, quite as much as on any 
other form of cycle, the rear wheels have to 
take the greater part of the weight and to 
do the driving, and it will take a great deal 
of argument to convince the average cyclist 
that the greater mobility of the front wheels 
causes them to receive sufiicient hard usage 
to more than counterbalance the two factors 
operating so hardly on the back wheel tires. 
It is not reasonable to suppose so, and on 
that account alone there will be a disposi- 
tion to differ with the discoverer in question. 

Besides, and this will go a great ways 
toward clinching the matter, no one in this 
country has found the front tires to be put 
hors de combat sooner than the rear ones. 
The latter almost invariably become candi- 
dates for the scrap heap long before their 
companions in front, and this is evidence 
that- is hard to overcome. 

Madagascar Holds Promise. 

Owing to the spread of road improvement 
in Madagascar, the English consul there re- 
ports that the interest in and demand for 
bicycles has considerably quickened; he be- 
lieves the market worth cultivating. 

Dealers' Doubtful Assets. 

There are at the present time too many 
dealers whose scanty profits are represented 
by such items as "accounts and bills receiv- 
able." The bulk of such accounts are more 
than doubtful; they are quite uncollectible 
yet credit would undoubtedly be extended 
to these creditors next year by other dealers 
if it were asked for. 



The Week's Patents. 

657,517. Method of Making Vehicle Wheels. 

Henry F. Condon, De Kalb, 111. 

Filed Jan. 17, 1900. Serial No. 

1,735. (No model.) 
057,529. Lunch Carrier. Martin Fesler, Salt 

Lake City, Utah. Filed Oct. 5, 1899. 

Serial No. 732,687. 

657.571. Cap for Tire Valves, etc. George 
H. F. Schrader, New York, N. Y. 
Filed Apr. 25, 1898. Renewed May 
5, 1900. Serial No. 15,647. (No 

657.572. Tire Valve and Cap. George H. 
F. Schrader, New York, N. Y. Orig- 
inal application filed June 21, 1898. 
Serial No. 684,062. Divided and his 
application filed Jan. 4, 1900. Serial 
No. 337. (No model.) 

657,649. Vehicle Air Brake. William J. 
Donaldson, jr., La Grange, Tex. 
Filed Oct. 11, 1897. Serial No. 
654,915. (No model.) 

657,652. Carburetter. Charles xorth, Eliza- 
beth, N. J., assignor to E. P. Reich- 
helm, Bayonne, N. J. Filed Aug. 16, 

1899. Serial No. 727,373. (No 

657,662. Controlling Means for Explosive 
Engines. Fredrick A. La Roche, 
New York, N. Y. Filed Mar. 14, 

1900. Serial No. 8,617. (No model.) 
657,667. Bicycle Frame. Virgel H. hJfis, 

Hubbard City, Tex. Filed Dec. 9, 
1899. Serial No. 739,836. (No 

65 1, 697. Hand Grip for Handle Bars. Au- 
gust Getz and William C. Westall, 
San Francisco, Cal. Filed Sept. 8, 
1896. Serial No. 605,050. (No 

657,701. Driving Mechanism for Cycles. 
Frank J. E, Johansson, Stockholm, 
Sweden. Filed Apr. 14, 1900. Se- 
rial No. 12,907. (No model.) 

657.738. Carburetter for Explosive Engines. 
Henry L. Jessen, Watsonville, Cal. 
Filed Nov. 15, 1899. Serial No. 
737,017. (No model.) 

657.739. Vaporizer for Petroleum Engines. 
George Kiltz, Marengo, 111. Filed 
July 5, 1899. Serial No. 722,785. 
(No model.) 

657.740. Carburetter 
George Kiltz, 
Apr. 25, 1900. 
(No model.) 

657.755. Air Compressing and Carburetting 
Machine. Adolphe Bouvier, Lyons, 
France. Filed Mar. 9, 1900. Serial 
No. 796. (No model.) 

657.756. Motor Mechanism. Gustav A. 
Brachhausen, Rahway, N. J. Orig- 
inal application filed Apr. 4, 1900. 
Serial No. 11,415. Divided and this 
application filed June 7, 1900. Serial 
No. 19,347. (So model.) 

657,760. Electric Igniter for Explosive En- 
gines. Isaac H. Davis, Boston, 
Mass., assignor of one-half to E. 

for Gas Engines. 
Marengo, 111. Filed 
Serial No. 14,366. 

D. Mellen, Cambridge, Mass. Filed 
Nov. 18, 1899. Serial No. 737,408. 
(No model.) 

657,770. Carburetter. Samuel E. Hedrick, 
Spencer, Ind. Filed Nov. 20, 1899. 
Serial No. 737,672. (No model.) 

657,772. Bicycle Propelling Mechanism. Ed- 
ward L. Holmes, Chicago, 111. Filed 
Feb. 23, 1900. Serial No. 6,293. (No 

657,859. Driving Gear for Velocipedes. 
James Cottrell, London, Eng., as- 
signor of one-half to Alfred Henry 
Smith, same place. Filed Dec. 28, 
1897. Serial No. 664,071. (No 

33,191. Lamp Brackett Member. William 
P. Crary, New York, N. Y. Filed 
Jan. 11, 1900. Serial No. I.j.46. 
Term of patent, Sy 2 years. 
33,199. Bicycle Seat Post. George G. Spen- 
cer, Chicago, 111. Filed Sept. 23, 
1899. Serial No. 731,498. Term of 
patent, 7 years. 

The Retail Record. 


Webster, Mass.— J. Bergmann, making al- 

Port Jervis, N. Y. — Frederick D. Brown, 

Waterloo, Iowa — John Rethline, succeeds 
Rethline Brothers. 

Meriden, Conn. — Wusterbarth Brothers, 108 
Miller street, succeed S. W. Proudman. 

Corning, N. Y.— George W. Robertson and 
George T. Wolcott, trading as Crystal City 
Cycle Store, dissolved partnership; Wolcott 
will continue business. 


North Lima, O.— Charles D. Fox, repairing. 

East Lockport, N. Y.— H. W. Kratzer, 274 
Market street. 

Lindenhurst, N. Y .— W. F. Wild, Wellwood 
avenue, repairing. 


Little Falls, N. J— John Potts. 

Springfield, Mo.— Kraft & Garnett. 

Sring Lake, N. J.— C. Edward White, total 

Paris, Ont— P. H. Hamilton and C. R. 

Buffalo, N. Y. — Manhattan Bicycle Com- 
pany, 364 Main street. 


Muncie, Ind. — Alexander F. Scott, filed 
real estate mortgage for $1,000. 

Hudson, Mass. — Crawford E. Prescott, filed 
real estate mortgage for $300. 

The Week's Exports. 

Following the heavy shipments of last 
week, the exports of the week, which closed 
on the 19th, were weak and small by com- 
parison, the only considerable shipment be- 
ing that to the Argentine Republic. The 
record in detail follows: 

Amsterdam— 8 cases bicycles, $250. 

Argentine Republic — 46 crates bicycles, 

British Australia— 6 packages velocipeds, 
$84; 23 packages bicycle material, $721. 

Brazil— 1 case bicycles, $75. 

British West Indies— 9 cases bicycle ma- 
terial, $273; 1 case tricycles, $68; 2 cases 
bicycles, $60. 

British Guiana— 6 cases bicycles, $178. 

Bremen—1 crate bicycles, $35; 3 cases bi- 
cycles, $200. 

Berlin— 1 case bicycles, $63. 

Cuba— 10 packages bicycle material, $215. 

Christiana — 4 cases bicycles, $199; 1 box 
bicycle material, $50. 

Cairo— 8 cases bicycles, $230. 

Dutch Guiana— 7 cases bicycle material, 

Dutch East Indies— 3 cases bicycles, $300. 

Genoa— 7 cases bicycles, $210; 17 packages 
bicycle material, $606. 

Harve — 8 packages bicycles and parts, 

Hong Kong— 2 cases bicycles, $174. 

Hamburg— 34 packages bicycles, $1,180; 25 
packages bicycle material, $875; 2 cases ve- 
locipedes, $27. 

London— 35 crates bicycles, $1,037; 7 cases 
bicycle material, $240. 

Liverpool— 8 packages bicycles, $320; 1 
case bicycle material, $20. 

Mexico— 1 case bicycles, $30. 

Manchester— 12 cases bicycles, $286. 

Milan— 5- cases bicycle material, $308. 

New Zealand— 25 cases bicycle material, 
$1,223; 24 cases bicycles, $596. 

Naples— 1 crate bicycles, $25. 

Odessa — 4 packages bicycle material, $262. 

Rotterdam — 4 crates bicycles, $166; 11 
cases bicycle material, $436. 

Southampton— 10 cases bicycle material, 

Southampton— 10 cases bicycle material, 

Stockholm— 4 boxes bicycles and material, 

United States of Columbia— 1 case bicycle 
material, $21; 1 case of tricycles, $26; 1 case 
bicycles, $12; 2 packages bicycle material, 

Vienna— 1 case bicycle material, $23. 

Recent Incorporations.] 

Denver, Col.— George N. Pierce Company, 
with $250,000 capital; office, Buffalo, N. Y. 
Incorporators: George N. Pierce, Henry 
May, oamuel J. Thompson, E. Clifford Pot- 
ter and Lorenzo B. Sowerby. 

Another Advantage Discovered. 

Some one has discovered another benefit 
of the coaster-brake: It makes the cleaning, 
lubricating and wiping of the chain simple 
and easy. 

The Autotri Company is the odd appear- 
ing and peculiarly compounded title of a 
Philadelphia concern making a peculiar ap- 
pearing motor tricycle. 



Where Boldness Wins* 

It has been frequently remarked that the 
greatest sufferers from punctures have fre- 
quently been those riders who took the most 
extreme precautions against them. Per con- 
tra, the most daring, apparently the most 
careless riders have been the ones to go 
scotfree when the puncture demon was most 

For example, if the "road-menders" have 
been at work, and left a patch of loose metal 
covering the entire roadbed, the reckless 
rider would plunge boldly into the uninviting- 
mass and escape without the vestige of a 
gash to his tire. Not so with the careful 
cyclist. He would sigh and hesitate, as he 
perceived the obstruction, and when he final- 
ly made up Ins mind to essay the venture, he 
would approach tne stones at a snail's pace, 
wriggle from side to side in the effort to 
dodge particularly vicious looking specimens, 
thus covering about three feet to his com- 
panion's two, and get to the other side with 
a flat tire or one badly cut. 

This is the worst method that could possibly 
be indulged in. When compelled to ride over 
a patch of stones on the road it is best to 
pass straight over them. To attempt to 
dodge the stones is the surest way of getting 
a puncture. Riding direct over them the 
stones meet the tread, the thickest part of 
the tire, and it is the "screwing" action, in 
trying to pick a way through that tends to 
force a sharp stone through the tire. 

An Improved Truck. 

One of the chief difficulties encountered 
by railroad companies in handling bicycles 
as baggage has been in their carriage to and 
from the baggage cars. Usually they were 
piled on trucks, pell mell, frequently on top 
of trunks and other baggage, or on top of 
one another. Their condition at the end of 
the journey may well be imagined. 

In the new terminal station at Boston, 
however, a decided improvement has been 
made in this respect, a truck having been 
designed especially for this purpose. The 
body of the truck is ten feet long, and it 
will hold fourteen bicycles, any one of which 
can be taken off without disturbing the 
others. The usefulness of a truck of this 
kind at a large station is too obvious to need 

Another Free Running Test. 

A simple test of the accuracy of a free- 
wheel clutch is to lift the machine and spin 
the wheel, holding the cranks stationary if 
they will not remain so otherwise, says an 
English contemporary. Get the wheel spin- 
ning at a good pace, and then note the be- 
havior of the chain ring. If the hub and 
clutch are truly made the ring will not show 
any sign of movement as the hub runs inside 
it, but if it is poorly made and fitted it will 
be seen to move up and down -and sideways—' 
a sort of gentle rolling motion. If watched 
very closely the best clutch made will be 
found to move very slightly, but the motion 
should be so small as to be unnoticeable ex- 
cept under very careful examination indeed. 

Changes at Westfield. 

Among the improvements under way at 
the Westfield plant of the A. B. C, conse- 
quent upon its designation as the shipping 
point for the Lozier product, is a large store- 
house. This will provide room for the large 
stocks of machines that will be gathered at 
Westfield during the shipping season. An 
office in the front section of the main build- 
ing is also being fitted up for the use of the 
present office force, the intention being to 
turn the present office over to the big ship- 
ping force the new arrangements will re- 

Development in Motor Bicycles. 

Having led the way with motor tricycles, 
the French are now endeavoring to duplicate 
their success with the two-wheeler. One 
machine for which great claims are made is 
called the "Bourgeois." In it the back por- 
tion of the frame is triangular in form, giv- 
ing a very long wheel base, and allowing the 
engine to be slung vertically, thus permit- 
ting the driving belt passing alongside the 
chain without interfering therewith. The 
machine is said to be giving satisfaction. 
Complete, it weighs 80 lb., and the maximum 
speed capacity is said to be forty miles an 





^^^r""""" 1 324 Dearborn Street. CHICAGO 



I 50 Nassau St., New York City, U. S. A. 

Guaranteed. Price $2.00. 


^^cam ^rid'geport/m'aVs.^-^ 

WS R I C Y C L'E S\\\an d^$v§ 
ty///////lkV TiOMOB I LESS 

Immediate Delivery. 


Look in your tool-bag when buying a wheel. 
If you see a 



you will know that it has cost the maker of the bicycle more than twice as much as the ordinary oil can 
is that such a maker is building wheels with regard to quality rather than expense. 

The probability 

CUSHHAN & DENISON, Mfrs., 240=2 W. 23d St., N. Y. 





Produce the finest artificial light in the world, 


A 20th Century Revolution in the Artlof Lighting. 

They darkness into daylight turn, 
And air instead of money burn. 

No Smoke. No Odor. No Noise. Absolutely Safe. 
They are portable. Hang them anywhere. 


The BEST and only successful 

Incandescent Vapor Gas Lamps 

made. They sell at sight. Mothing like them. 


Agents wanted everywhere. 

Write for catalogue and prices. 





raro pattern. 

CHAS. £. MILLER, 99 Beade Street, 

New York City Representative. 

Special Prices Quoted on Application 
for Front Hubs Only. 

Manufacture's of BICYCLE CONES CUPS, 
FORCINGS to order. Write us, wttli samples, for 
quotations. Nickle Plating to order. 

Discounts for Large Trade and Early Buyers. 

Send for Circular, Samples and Prices. 



The Bicycle Equipment Co., &hY6T G o7fll e : 

Chicago and Milwaukee Representatives. 


The Lake Shore Route 


Chicago and Milwaukee. 

Frequent fast express trains at con= 
venient hours. 

All agents sell tickets via this popu= 
lar route. 



368 Washington St., Boston. 

461 Broadway, New York City. 

193 Clark St., Chicago. 

The Best Advertising for the 
Irish Trade is 


Specimen copy and advertising rates on 
application rates to 

R. J. MECREDY & SON, Ltd., Proprietors, 

4o Hiddle Abbey St., DUBLIN. 

Through Train and Car Service in 
effect April 29, 1900. 


"Chicago" "North Shore" 

Special Special 

Via Lake Shore. Via Mich. Cen. 

Lv. Boston 

10.45 A.M. 

2.00 P.M. 

Due Albany 

4.10 P.M. 

7.35 " 

" Syracuse | 

7.55 " 

11.40 " 

" Rochester 

9.40 " 

1.30 " 

" Buffalo 

11.40 " 

" Toledo 

5.55 A M. 

" Detroit 

(8.15 " 

" Chicago 

11.50 " 

.4.00 P.M. 

The Finest Pullman Cars will be run on these trains 
Tickets and accommodations in sleeping cars for sale at City 
Office, 366 Washington Street and at South Station. 

A. S. HANSON, Genersl Passenger Agent. 



rear 48 Stanhope St., Boston. 

(Opposite former location.) 




(Official L. A. W. Repair Shop.) 

Boylston St. and Park Square, 

On the border of the most famous ROCTAM 
Public Garden in America. u "" » V/i^l. 


"»r-<^ r ^c 

Via Kockford, Freeport, Dubuque, Independence, 
Waterloo, Webster City, Fort Dodge, Rockwell 
City, Denison and Council Bluffs. 



Buffet -library -smoking cars, sleeping cars, 
tree reclining chair cars, dining cars. 

Tickets of agents of I. C. R. R. and connecting 
\ines. A. H. HANSON. G. P. A., Chicago. 


New and Improved Service. Limited 
Palace Trains between 


And all points in the West, North and 


The most direct route with latest improved service and 
fast trains between HOSTON and MONTREAL and all 
Canadian points. 

For Tickets or further information call upon your 
nearest ticket agent or address 

General Traffic Manager. 

C. M. BURT, 
General Passenger Agent 




Endorsed by the L. A. W. Everywhere. No. M Broadway, New York. 

The Bicycling 


In which is incorporated " The Wheel and Cycling Trade Review " and the " American Cyclist.' 

Volume XLI 

New York, U. S. A., September 27, 1900. 

No. 26 


Tillinghast Schedule on Single Tubes Upset and all 

Sorts of Prices Prevail — Efforts Haking to Ef= 

feet a new Combination and to Restore 

Old Figures. 

Hartford Rubber Works Buys up one Competitor and 

Takes Over the Output of two Others —Will 

Hereafter riarket both Single and 

Double Tube Tires. 

In a small way THE BICYCLING 
WORLD of September 6 remarked that "the 
situation in the tire trade has reached an- 
other interesting stage," and hinted that de- 
velopments were probable at any time. 

The developments came last week, but so 
quietly that nothing was known of them un- 
til Monday last. It then became public that 
prices were being quoted on single tube tires 
at variance Avirli the Tillinghast schedule of 
$4 25 a pair for guaranteed tires and $2 75 
for the unguaranteed goods. 

Since the Goodyear Tire and Rubber Com- 
pany broke away from the agreement, or 
rather since it was charged with bad faith 
in carrying out its terms, the strain on some 
of the other parties to the deal has been tre- 
mendous. Faced by the Goodyear quota- 
tions, their regard for the agreement has 
kept them in line and forced them to turn 
away some desirable orders. One of the 
Akron licensees is known to have refused 
two orders, each of which mounted well 
into five figures. 

The tension finally became so great that 
the Associated Tire Manufacturers were 
called together in New York last week to 
consider measures for relief. The organiza- 
tion consists practically of the Tillinghast 
licensees, and it can be stated on authority 
that the meeting was a stormy one. The 
upshot of it all, however, was a decision 
that the members should sell at any price 
they pleased as long as they paid the Tilling- 
hast royalty. 

This broke the strain and the new quo- 
tations were at once scattered to the winds. 
The result of the wide-open policy was dis- 
appointment and semi-demoralization, the bi- 
cycle makers and jobbers failing to place 
the expected large orders. While some of 
them booked their supply, the majority are 

holding off, believing that the prices will be 
forced lower and still lower. 

While this state of affairs exists it may 
be stated, also on authority, that not a few 
of the tire makers have come to realize that 
the throat-cutting policy will serve them no 
good, and are bending their efforts to effect 
a new combination. ' 

Everything indicates that the effort will 
succeed, and there are sound reasons for 
stating that in all probability the price of 
unguaranteed tires, which was the main 
cause of the trouble, will be back on the old 
basis, $2 75 a pair, within the next two 
weeks; it is not even certain that the market 
will not advance within the next day or two. 

Gould the Star Witness. 

The testimony being taken in the "bottom 
bracket case"— the suit of the American Bi- 
cycle Company against the H. P. Snyder 
Manufacturing Company— has reached its 
most interesting stage, and has uncovered 
the Snyder people's "star" witness. He 
proves to be A. J. Gould. He was on the 
rack for twenty-seven days, and had nearly 
nineteen hundred questions fired at him. 

It is understood that he made oath that 
Smith, the alleged inventor of the bracket, 
sent him to England to select the best bottom 
bracket he could unearth. Gould found four 
devices that impressed him and brought 
them to this country; two were brass cast- 
ings and two were of malleable iron, one of 
them being the famous bracket now in dis- 

The American Bicycle Company has natu- 
rally endeavored to discredit Gould's evi- 
dence, which, however, has been corrobo- 
rated by several persons to whom he showed 
the bracket, and by Smith's wife, who is 
giving testimony this week. 

While Snyder appears as the defendant in 
the case, as is generally known, the Cycle 
Trades Protective Association is really fight- 
ing the suit. Its officers have all along 
been sanguine of a favorable decision, but 
until Gould's testimony was given they de- 
clined to say that he was the card they 
would play as a trump. 

While the tire trade has been fairly throb- 
bing with interest and more or less anxiety, 
L. D. Parker, president of the Hartford Rub- 
ber Works Company, has been "doing 
things" calculated to considerably increase 
the interest. 

In the quiet way which is his wont he has 
purchased and added to the Hartford prop- 
erty the entire tire, tube and sundry plant 
of the Mechanical Fabric Company, Provi- 
dence, R. I. The machinery is now being- 
removed to Hartford, where it will be re- 
employed in the manufacture of Conqueror 
and Flexifort tires. 

Coincident with this deal the Hartford 
Rubber Works Company has acquired the 
sole selling agency for the bicycle tires made 
by the India Rubber Company, Akron, Ohio, 
and the New Brunswick (N. J.) Rubber 
Company, and will market the outputs of 
both those factories. 

All this means that the Hartford com- 
pany's already strong position in the trade 
will be still further strengthened. With not. 
only the popular Hartford tire, but the Con- 
queror, Flexifort, New Brunswick and India 
tires under its direct control, and being sold 
and pushed by the largest selling force on 
the road ana in branch depots, the Hartford 
people, with both single and double tube 
tires at its command, ought to cut an even 
wider swath than usual and make it un- 
commonly interesting for any one looking for 
interesting competition ; x in fact, one story 
has it that the deals were consummated with 
an eye to this purpose. 

The Hartford plant has always been known 
as one of the best money makers in the 
trade, and it is no secret that the 1900 sea- 
son has more than sustained its reputation. 
In unhampered control, President Parker 
has made it the most profitable season in ils 




Motocycle Movement Gathering Force and 
Carrying Improvement in its Train. 

London, Sept. S.— At present there is an 
evident desire on the part of many of our 
more prominent motocyclists to employ tri- 
cycles of considerably more power than has 
hitherto been customary. This means that 
if the machines are to be ridden far without 
stopping or at high rates of speed, water- 
cooling must be resorted to. Now already 
the motor tricycle, when fully equipped as a 
touring machine — that is to say, fitted with a 
combined petrol tank and carburator, to- 
gether with an extra tube of large size di- 
vided partly for petrol and partly for the 
storage of lubricating oil— is fairly heavy. 
Added to all this there must be a large tool- 
bag, provided with some heavy tools and a 
few spare parts. The weight is therefore 
increased considerably, and this means that 
the tires must be stronger. Moreover, the 
space in the frame is all used up, so that 
the fitting of a water tank is rather a puzzle. 
Yet with motors of more than 2% h. p. a 
water tank seems desirable, if not absolutely 
necessary. The only thing is to consider 
if the present air-cooled motors are not really 
sufficiently powerful, having regard to the 
fact that they are capable of travelling at a 
speed of thirty miles an hour on the level. 
When this rate of progression can be at- 
tained it seems a pity to add extra compli- 
cations for the sake of a trifling extra pace. 

But on some of the newer tricycles two 
motors are fitted, and these are frequently 
provided with surface carburators of large 
size. Set on the voiturette class of car one 
motor is usually considered sufficient for two 
people, and it should therefore be ample for 
a tricycle. And I believe that it is ample 
for all requirements other than actual racing. 


Experience with an Ariel tricycle has con- 
firmed the opinion I formed when I first 
saw this machine, namely, that the placing 
of the motor in front of the axle instead of 
behind it, as on the ordinary pattern of De 
Dion, is a better arrangement. The steer- 
ing is undoubtedly more steady, especially 
when the motor is being started in traffic, 
as there is a perceptible lessening of the ob- 
jectionable jumping of the front wheel which 
is often apparent when a motor tricycle is 
I icing started, especially if any attempt to 
steer around a corner be made at the same 
moment. As the frame is also longer, the 
wheel base is increased, which adds still 
Further steadiness to the steering. I have 
not yei had the pleasure of trying the new 
arrangement the Ariel company is bringing 
out, which has the object of disconnecting 
the motor from the machine at will, so that 
when riding in traffic the motor is not 
stopped when the tricycle is stationary, but 
is kept going and connected up by means of 

friction clutches when the rider wishes to 
proceed. This avoids the use of the pedals, 
which is not only laborious, but looks any- 
thing but well. ' I opine that this arrange- 
ment will be one which will be much appre- 
ciated by motocyclists and is likely to be- 
come wellnigh universal. It may also be 
the forerunner of a really satisfactory two- 
speed gear, which would prevent the neces- 
sity for resorting to pedalling even up steep 


The trade in motor quads seems fairly 
brisk, and the fact that such machines are 
as yet faster than most of the cheaper cars 
gives them a hold upon the public. Up hill 
they are not so good as they might be, but 
here again a two-speed gearing would do a 
great deal. The great charm of the motor 
quad is that all the working parts are as 
simple as those of the motor tricycle, and 
are identical with them, so that no very spe- 
cial knowledge is required, which is hardly 
the case where even a small car is concerned. 
On the other hand, a few people are raising 
objections to the quad on account of the pas- 
senger — more often than not a lady — being 
placed in front, and therefore in the most 
dangerous position in the event of meeting a 
restive horse. I fancy, however, that there 
is very little in this; but if such a machine 
be wanted it would be easy to make one 
with the passenger placed behind. This 
would probably be better than a trailer at- 
tached to the tricycle, which is sometimes 
used, and is not particularly successful down 
steep hills, as, if travelling at a high speed, 
the carriage sways under such conditions, 
especially if the brake be applied to the tri- 
cycle. Were the brakes applied with equal 
power to both the wheels of the trailer the 
result would probably be better. 


With further reference to the weight ques- 
tion: While it is very necessary that the 
margin of safety in a motocycle shall be 
ample, yet if the weight can be kept within 
reasonable limits the day may come when 
the railway companies may be forced to 
carry such machines at a more reasonable 
charge than the 12 cents per mile which they 
now insist upon. This rate is the same as 
that charged for a car or a carriage which 
necessitates putting on a special truck, but 
the motor tricycle is conveyed in the brake 
van in the same manner as an ordinary 
cycle. It is a little hard on the motorist who 
may suffer from a breakdown that he can- 
not get his machine conveyed except at such 
extortionate charges. With all the influence 
which the Automobile Club claims to have 
in high places, one would suppose that some 
steps might be taken in the matter, though 
perhaps the humble motocyclist is not 
worthy of attention. But as motocycling 
increases— and there are signs that its in- 
crease will be very rapid— something will no 
doubt be done to bring the railway compa- 
nies to reason. At present, should an acci- 
dent happen, it is cheaper to put the ma- 
chine up at a roadside inn and journey to 

the nearest town where there is a motor 
depot for any new parts which may be re- 
quired. Taking the machine itself is out of 
the question with most people who are not 
millionaires. Motoring is expensive enough 
when all goes fairly well, but when railroad 
rates have to be contended with it makes a 
veritable Croesus anxiously survey his finan- 
cial position. In France motocycles are 
conveyed at practically the usual luggage 
registration fee, but then French railways 
are not mere monopolies, and hence are 
worked for the good of all classes without 


In order to show the necessity for a bet- 
ter system of locking nuts to hold those parts 
which have occasionally to be removed from 
the machine for any purpose, I may instance 
a ride I took one day this week. The dis- 
tance was about eighty-two miles across 
Essex roads, which are not of the best. The 
journey, taken on a French De Dion tricycle, 
occupied a little under four hours and was 
a non-stop run; but when I pulled up at my 
destination I seemed to have only about 
half the machine with me. Most of the 
nuts had shaken off, including both the large 
ones on the axle ends. The case of the con- 
tact breaker was missing, together with its 
nuts. The top screw of the carburator and 
the cap of the petrol tank were also not to 
be found. All these articles might easily 
have been secured by a proper system of 
locking nuts. As I ruefully viewed the 
machine I thought that it would be a good 
thing to start in the motor parts supply line 
and cut prices by means of sending out an 
army of cycle-mounted boys to follow the 
routes taken by motocyclists and pick up 
the pieces, which might then be retailed at 
a good profit. If Hooley were only Hooley 
and the "boom" still boomed, I would start 
a company on the idea. 

France's Great Growth. 

Although interest in cycling was supposed 
to be waning in France, as elsewhere, the 
tax returns for the year 1899, just published, 
show a remarkable jump, the cycling popu- 
lation nearly doubling itself. In 1894 the 
tax was collected on 203,026 cycles. There 
was an increase of 53,000 the following year, 
of 73,000 in 1896, of 80,000 in 1897 and of 
77,000 in 1898, the figures for that year being 
483,414. Last year, however, disclosed the 
large total of 838,856 cycles paying the tax. 
but, as one writer puts it, it is left to be 
guessed whether the rise is due to the grow- 
ing popularity of the pastime or to the in- 
creasing vigilance of the tax collectors. The 
Department of the Seine, in which Paris is 
located, accounts for almost a quarter of the 
total number. 

Getting up Steam. 

Work on the 1901 Explorer is being prose- 
cuied by the Empire State Cycle Company 
at Addison. N. Y. It is expected that the 
factory will start up early in October with 
a full force of workmen. 




Three Different Types Embodying Some 
Original and Ingenious Ideas. 

If the E. R. Thomas Motor Co., of Buf- 
falo, is not pretty near the top of ihe heap 
when the motocycle movement attains force 
it will he more than surprising. The thor- 
ough and painstaking manner in which they 
have gone into the husiuess and the wide 
scope which their operations embrace are as 
suggestive as they are impressive. 

Two weeks since the BICYCLING WORLD 
gave the first full idea of their plans and 
product; it is not too much to say that it 
opened the eyes of the trade. 

That the Thomas people intended to sup- 
ply not only motor tricycles and quadricy- 
cles but several types of motor bicycles, and 
also to sell motocycle fittings to the entire 
trade, was known to comparatively few, 

Drawback on Transfers. 

Under a ruling just made by the Treasury 
Department a drawback will be allowed on 
the exportation of lithographic transfers, 
such as are manufactured by the Meyercord 
Company, of Chicago, from imported decal- 
comania papers. This drawback will be 
equal in amount to the duties paid on the im- 
ported material so used less the legal deduc- 
tion of 1 per cent. 

The entry under which the merchandise 
is to be inspected and laden must show the 



At Madison Square Garden, as Usual 
Motocycles to be Featured. 

On the principle that it's hard to keep a 
good thing down, the Cycle Show will not 

Despite prophecies to the contrary, 1901 
will see a show as of old, and at the same 
old place— Madison Square Garden, New- 

The dates have already been set. The 
show will open Saturday, January 12, and 
close on the following Saturday, the 19th. 

This much has been decided; beyond that 
it is a mere matter of detail and routine, 
which will rapidly unfold itself and in all 
probability along the the lines of previous 

While the affair will be essentially a cycle 
show, it will also be open to automobiles 

and publication of the news could scarcely 
fail to prove in the nature of an eye-opener. 

The news sharpened the desire to know 
more of the goods and to "see what they 
look like." The Thomas people have not 
been slow to appreciate the opportunity and 
make the most of it. Their motor bicycles 
are now ready for inspection. The three 
types of it are shown by the accompanying 
illustrations. They are so plain that little 
description is really necessary. The forks of 
the machine are about the only details that 
are not brought out; these are substantially 
two pairs of forks joined at the head, af- 
fording strength that it is easy to appreciate. 

If there is any particular feature of the 
machine that Mr. Thomas prizes more high- 
ly than any other it is the patented motor 
truss, with which two of the bicycles pict- 
ured are equipped, and which is also shown 
separately. As will be seen, it holds the 
motor forward of the crank bracket and 
throws the weight near the ground, a feat- 
ure for which many are striving. This truss 
is detachable, as will be noted, and may be 
removed at will. 

In the machine without the truss, the driv- 
ing belt is not carried to the rear wheel, the 
motor bring actuated by a small pulley oper- 
ating (in the tire of the rear wheel— an in- 
genious idea which permits the belt to be 
readily uncoupled and the machine to be 
driven by pedal power as usual. 


and to the motor industry generally. 

It is expected that motocycles will be the 
chief feature of the exhibit, and there is 
small doubt that expectation will not be dis- 
appointed. Interest in these machines is in- 
creasing at an encouraging rate, and there is 
no doubt that the show will give them an ad- 
ditional impetus that will carry them well 
into the channel of popularity. 

marks and numbers of the shipping pack- 
ages and the contents of each package sep- 
arately, describing the same in detail as 
they are described in the import invoice. 

The drawback entry must show the quan- 
tity of each kind and description of mer- 
chandise exported. The said entry must 
further show, in addition to the usual aver- 
ments, that the exported merchandise was 
manufactured of materials and in the man- 
ner set forth in the manufacturer's sworn 
statement, which is transmitted for file in 
your office. 

In liquidation the quantity of imported de- 
calcomania paper which may be taken as 
the basis for allowance of drawback may 
equal the surface measurement of the litho- 
graphic transfers exported, with 5 per cent 
added thereto to compensate for loss in- 
curred in the manufacture. The surface 
measurement herein referred to is that de- 
clared in the drawback entry after the same 
has been officially verified. 

Addition to Auburn's Industries. 

The Auburn Ball Bearing Company has 
been organized at Auburn, N. Y., with the 
following officers: Mark D. Knowlton, of 
Rochester, president; Frederick A. Wiggins, 
of Auburn, vice-president; Harry G. Lati- 
mer, of Auburn, secretary, and John E. 
Myer, of Auburn, treasurer. The business 
will be under the direction of Mr. Myer as 
general manager. Henry La Casse, of 
Rochester, will be superintendent of the man- 
ufacturing department. Ball bearing hubs 
and wheels of all kinds will be a special 
feature of the business. 

Sowing Solar Lamp Seed. 

R. H. Welles, treasurer of the Badger 
Brass Manufacturing Company, is swinging 
around the Pacific Coast circle. He is visit- 
ing all of the principal centres, and if a 
good crop of Solar lamps does not follow the 
Solar seed he is sowing it will be surprising. 



Champion Stars at Chicago. 

As it turned out, it was the motocycles 
i gave the i>cst and most exciting racing 
al the motor vehicle meei a1 Washington 
Park. Chicago. In fact, the races between 
Champion and Skinner were almost the only 
real contests of the meet, and they fur- 
nished excellent sport for the spectators. 

On Saturday the events were enlivened 
by a dispute over the entries for the "Inter- 
Ocean .">o-ruile challenge cup, valued at $500. 
One of the entrants, Alexander Wiuton, pro- 
tested the other two, Messrs. Champion and 
Skinner, on the ground that their tricycles 
were uot motor vehicles. The outcome of 
the matter was the starting of Winton first 
and the other two men some time later, the 
idea being to award the cup to the contes- 
tant making the best time. This turned out 
to be Champion, but the "board of stew- 
ards" afterward reversed the decision of the 
.indues, ruled the tricycles out and awarded 
the cup to the four wheeler, as "won in a 

After his defeat by Skinner the tirst day, 
Champion got his new two-cylinder Orient 
tricycle, the first ever used in this country, 
in good working order, and thereafter was 
almost invincible. In addition to winning 
nearly every race he competed in— although 
frequently by extremely close margins — he 
gave several exhibitions against time, his 
best performance being one mile in 1:191-5. 

The summary of the races in which moto- 
cycles participated, follows: 

Thursday. Sept. 20— Fifteen-mile race, fly- 

ing start, for motor tricycles. Won by Al- 
beit Champion; Kennett A. Skinner second. 
Time — 24:47 3-5. 

Friday, Sept. 21— Ten mile; handicap to C. 
(!. Wridgway of one mile by Skinner and 
Champion; all using motocycles. Won by 
Wridgway; Skinner second, Champion 
third. Time— Wridgway, 15:191-5; Skinner, 
15:48 3-5; Champion, 15:55. 

Saturday, Sept. 22— Ten-mile Manufac- 
turers' race for gasolene vehicles. Won by 
Albert Champion; K. A. Skinner, second. 
Time— 14:21 1-5. 

Five-mile combination race, to respective 
winners of above ten-mile race. Won by 
Albert Champion. Time — 7:36. 

Tuesday, Sept. 25— Five-mile race for tri- 
cycles, in two heats. Both won by Cham- 
pion; Wridgway second. Time— 6:50 3-5 and 
0:49 1-5. 

Exhibition, one mile; Champion. Time — 

Page Succeeds Southwick. 

De Witt Page has succeeded to the adver- 
tising managership of the New Departure 
Bell Company, of Bristol, Conn., filling the 
vacancy caused by the retirement of F. A. 
Southwick. Although new to the position, 
Mr. Page is no stranger to New Departure 
wares and affairs. He has been connected 
with the company for years, and consequent- 
ly knows his book. 

"Motocycles and How to Manage Them." 
The Goodman Co. Price 75 cents. 

First of the 1901 Crop. 

At tins time last season at least half a 
dozen of the next year's models had seen 
the light. This year, however, there seems 
no inclination to "rush the season"; indeed, 
there is less of it than for several years past, 
which is a good augury. 

So far as known, the only 1901 model that 
has yet made its appearance is the Pioneer, 
made by the Huntington (Ind.) Manufactur- 
ing Company. It incorporates no striking 
departures, the alterations being, naturally 
enough, in detail only. Summed up, they 
are as follows: Flush joint head sets; new 
style chain adjuster; new style seatpost ad- 
justment; both wheels are made to take 
the same cups, cones, balls, axles and nuts 
and the same length and number of spokes, 
thus making interchangeability a feature of 
the machine. 

Was a Good Drawing Card. 

The noteworthy increase in attendance 
over previous years which marked the open- 
ing of the Interstate Fair, at Trenton, X. 
J., on Monday last, was attributed to the 
popularity of the motor vehicle races which 
were scheduled for that day. More than 
10,000 people were present, and they fol- 
lowed the different events with marked in- 

In only one of the five races did moto- 
cycles take part. This was an unlimited 
pursuit race, and was won by C. S. Hen- 
shaw, who caught A. C. Bostwick at two 
miles. Time, 3:48%. 



Harry Elkes, in no uncertain 
manner, last evening clinched 
his right to the world's middle- 
distance championship honors, 
for the second time defeating 
John A. Nelson, who was con- 
ceded to be this year's Ameri- 
can champion. He not only 
defeated Nelson by almost three 
miles in 50, but also gathered 
in a few world's records, as well 
as the American hour competi- 
tive record. — Boston Herald, 
September 27. 



at Charles River Park, September 22, in the 50 mile race, 
Elkes once more went romping away from Johnny Nelson, 
beating him eight laps, and establishing 

New Records for the Hour, 
and for 30, 35, 40, 45 and 50 miles. 

The Wheel that Rides Well, Sells Well, too. 
Are You "On," Mr. Dealer? 

WALTHAM MFG. CO., Waltham, Mass. 




* 1 8 7 7s 


In which is Incorporated 
"The Wheel" and the "American Cyclist." 

Published Every Thursday 



123=125 Tribune Building. 

(154 Nassau Street) 


Subscription, Per Annum [Postage Paid] $2.00 
Single Copies [Postage Paid] . . 10 Cents 
Foreign Subscription $3.00 

Invariably in Advance. 

Postage stamps will be accepted in payment for subscriptions, 
but not for advertisements Checks. Drafts and Money Orders 
should be made payable to The Goodman Company. 

Entered as second-class matter at the New York, N. Y., 
Post Office, September, 1000. 

General Agents: The American News Co., New York City 
and its branches 

^Sr" Change of advertisemrnts is not guaranteed unless copy 
therefor is in hand on SATURDAY preceding the date of 

IL^P* Members of the trade are invited and are at all times 
welcome to make our office their headquarters while in New 
York; our facilities and information will be at their command 

To Facilitate Matters Our Patrons Should 
Address us at P. 0. Box 2349. 

New York, September 27, 1900. 

The Tire Disturbance. 

It has been one of the unfortunate and 
distressing peculiarities of the cycle trade 
and its kindred trades that few of the agree- 
ments and organizations to which they have 
given rise have been of an enduring nature. 

It is a matter of history that whenever 
anything of the sort has been brought into 
being it has been but a question of time — a 
short time, usually— when some one, or two, 
or three, has jumped the traces, violated the 
agreement and disrupted or upset the com- 
pact or organization. 

With this unpleasant record and remem- 
brance before us, it is hardly fair to say 
that the upset of the Tillinghast scale and 
the consequent upheaval of the tire trade is 
wholly surprising. 

Such disturbances of trade are always re- 
grettable, but, being aware of the tremen- 
dous strain under which those who respected 

the Tillinghast scale have labored, we were 
quite prepared for what has come to pass. 
Their hands were tied by their regard for 
the agreement, and to be thus unable to meet 
competition and be compelled to turn away 
orders was moi'e than human nature could 
long endure. 

The knife-to-the-hilt competition that has 
prevailed since the break occurred has, how- 
ever, frightened even the most erring, and it 
is a reasonably safe prophecy that within a 
very few days there will be another getting 
together, when prices will be restored. The 
rivalry of the last few days has carried sug- 
gestions of ruin to some and chastened their 
spirit and curbed their combativeness not a 

Those makers and jobbers who are hold- 
ing back their orders expecting a further 
hammering of prices are apt to be disap- 
pointed. Now is the accepted time in their 
cases, as they will likely find if they delay 
much longer. 

Reports that jobbers who are loading up 
at the present demoralized prices in order to 
unload on the agents if prices are restored 
are also apt to find a rod in pickle which 
they little expect. It is not possible to say 
more of it at this time, but we know where- 
of we speak when we say that that contin- 
gency is being provided for. 

It is well that the jobber should not 
reckon without his host. 

Early Birds and Early Worms. 

One of the most encouraging signs of the 
times is the present disinclination of the 
trade to "rush the season." 

eral occasions pointed out the folly of the 
policy that has prevailed for several years 
past; and, whether or not the impending 
Presidential election is responsible for what 
some may term the "backwardness of trade," 
whatever the cause, it is a matter for no 
small satisfaction. 

The almost frantic zeal of some makers 
to get their new models on the market, even 
before the old were "done for" for the year, 
was a species of blind haste that served 
small purpose, if any. When the next year's 
models were placed on the market as early 
as July and August, and travellers sent out 
to scour the country, as was the case during 
the last two seasons, it seemed that the rush 
had reached its limit, and this, fortunately, 
has proven the case. 

It is one of the many signs that go to 

prove that the bicycle trade will be con- 
ducted on a saner and consequently safer 

The early bird business was overdone, and 
that both the early birds and early worms 
are now conspicuously absent is cause for 
small regret. 

"Rushing the season" was simply another 
term for inducing or forcing orders when 
the purchaser really did not wish to buy and 
had no license to do so. It caused a deal of 
this year's overloading. 

Buying goods in September for use in 
April and May may serve in some busi- 
nesses, but bicycle retailing is not one of 

It appears the general idea that few bi- 
cycle travellers will "take to the road" be- 
fore November, and we incline to the belief 
that with the trade in its present state De- 
cember would be even better. However, it 
is reasonably certain that early worms are 
no longer numerous and that the early birds 
will not find very fat picking. The dealer 
has had wisdom forced on him, and the 
carol of the sunrise songster will lack much 
of the charm it used to have. 

Service the Show Will Render. 

There has been so little that is really new 
in bicycles or bicycle construction that of 
late years, at least, the cycle show has been 
largely a perfunctory affair. 

In this respect the 1901 function, the dates 
of which have just been set, promises much 
better than its more recent predecessors. 

The motocycle gives it this promise. It 
undeniably makes for a renewal of public 
interest, which is desirable above all else. 

With something new to see, the public Avill 
talk and become interested, and it is our 
belief that the 1901 show will prove to be 
the spigot which will turn the motocycle 
interest into the channel that leads to sales 
and general interest. 

The exhibitor who has not a motocycle of 
some sort will find himself at a disadvan- 
and general popularity. 

Expecting Too Much. 

There is a disposition in some quarters to 
expect entirely too much of the motocycle. 

Yes, it is a practicable vehicle now, it is 
said, fairly reliable and satisfactory; but 
there are plenty of things about it capable 
of improvement, and it is only a question 
of time when they will be reached and put 
to rights. So, why. not wait for the per- 
fected machine? 



Prices are not unduly high, continue these 
critics, when everything is taken into con- 
sideration. Initial efforts always cost more, 
and the maker lias to take grave responsi- 
bilities on his shoulders and incur great 
risks. But the time will come when prices 
will drop to one-half or less, and that Will 
be the time to buy. 

II need scarcely be said that if everybody 
took this view the perfecting of the machine 
and its price reduction would be indefinitely 
postponed. The surest way to check all 
progress would be to withhold the incentive 
to it; and. as everybody knows, this incentive 
is the reward coming in the shape of orders. 

That motocycles are, comparatively speak- 
ing, crude and clumsy and susceptible of 
much improvement; that they are listed at 
figures which admit of a reasonable profit 
accruing to their sellers— these are facts that 
ought to arouse pleasurable feelings. Not 
only the makers and the retailers should 
find cause for rejoicing in this, but the 
riders as well. 

Had the motocycle sprung into life full 
grown and perfect, satiety would have come 
to its users in a very short time. Change 
or improvement being out of the question, 
they would soon have tired of the new 

As it is, there is for its users years of en- 
thusiasm, of pleasure and of instruction in 
watching— and partaking in— the develop- 
ment of these machines. Step by step they 
will advance, the users participating almost 
equally with the makers in suggesting the 
changes and improvements that will be 
made. Just so long as one succeeds another 
will the interest be kept at the high-water 

So, too, with the trade. The incessant 
changes in patterns, the fitting of extras and 
their change into a part of the regular equip- 
ment, the throwing away of tools and dies 
and parts that are no longer up to date— 
these will all cost money; but they will 
bring money in in ever greater quantites. 

For the trade will pay but a part of the 
money for these changes. The bulk of the 
cost will be borne — and borne cheerfully— 
by the public. It makes no difference how 
much was paid for one machine; a better 
one will be welcomed with acclaim, and the 
price paid without a murmur. 

Instead, therefore, of discussing and hesi- 
tating and waiting for the millennium, it 
would be vastly better to fall in line and 
take the motocycle for what it is now; make 
the most of its many and undoubted excel- 
lencies, and get out of it all the enjoyment 

thai is to be had, letting the future, with its 
sweeping changes, take care of itself. 

Such a change of attitude on the part of 
that portion of the trade now holding back 
would serve a twofold purpose. It Avould 
encourage the makers to build and the public 
to buy with vastly more confidence than 
they have done hitherto. 

What is needed is an increase in enthu- 
siasm, a growth of competition. It will come, 
but the sooner it comes the better it will be. 

Where Effort Pays. 

While it has been noticed and commented 
on to some extent, it is doubtful if enough 
attention has been given to the steady 
growth of trade in the country districts. 

The most fruitful fields ai-e always the 
ones most assiduously cultivated, conse- 
quently they become barren soonest, and 
only become productive again when given 
a period of rest. It was so with the cities, 
almost from the earliest times. 

Enthusiasm was soonest engendered, ran 
highest and cooled most quickly in them; but 
they are still being ploughed and harrowed 
and sown with the greater care resultant 
upon the shrinkage in results. 

It is true that the country districts come 
iu for an increasing share of attention every 
year. But in neither the country s -or the city 
is the attention proportioned to the results. 
No amount of cultivation will produce larger 
sales in the city than are now made, while 
the better showing in the country is due very 
largely to the increased attention it has 
received of late. 

Every year that passes sees the bicycle 
become more and more a business vehicle. 
Where formerly the majority of riders used 
it for pleasure, or because of the pleasure 
that its use afforded, even when combined 
with business, it is now its utilitarian aspect 
that is most prominent. Its most constant 
riders are those with whom it takes the 
place of some other and less cheap or con- 
venient means of transportation. 

The shifting process will continue for 
some time to come. While still retaining a 
place as a pastime, cycling will become more 
and more a method of transporting the rider 
from one point to another, to which he de- 
sires to go, for business or other reasons. 

Such being the case, it is evident that 
where the methods of transportation are 
furthest from the ideal condition, there the 
bicycle will find its greatest sphere of use- 
fulness. Obviously, this is the case in the 
country, and there every physically sound 
person becomes a possible purchaser. 

It is equally true that, even yet, the num- 
ber of bicycles, in proportion to the inhab- 
itants, in the country districts, is very much 
smaller than in the cities. Consequently, the 
field is a much more fertile one, the prob- 
able sales much larger. 

In the last ten years the methods of trans- 
portation in the country have remained sta- 
tionary, while the ability of the inhabitants 
to purchase bicycles has largely increased, 
both by reason of greater prosperity and 
vastly lower prices. 

In view of this it is not surprising that 
sales are still increasing outside of the cities 
and large towns. The wonder is that the 
increase has not been greater, and it will be 
as soon as the same amount of work is spent 
in the sparsely populated sections as in the 
more thickly settled ones. 

Things are Reversed. 

It used to be strongly impressed on the 
retail trade that, in order to maintain their 
existence, dealers should add a side line of 
some kind. An ignoring of this well meant 
advice could have but one ending — an en- 
forced retirement. 

In the opinion of some shrewd observers, 
however, matters have taken on a changed 
aspect. Instead of sellers of bicycles need- 
ing to take on something to help them 
through the dull season it is bicycles them- 
selves that will become a side line. Dealers 
in other lines of merchandise will add them, 
just as they would add other salable articles. 

In other words, from being the dog, bi- 
cycles will become merely the tail, and the 
big merchandizing firms will wag it. 

There is some humor, albeit of a very grim 
nature, and not a little truth, in this view of 
the case. From the very centre of the front 
row the bicycle has been forced to take a 
back seat, and there are not wanting those 
who prophesy that the retrograde movement 
will continue for some time to come. 

Of course, this depressing belief is not uni- 
versally entertained. There are still bright 
spots, oases in the desert, as it were, where 
the bicycle occupies a prominent place, even 
if it is no longer king. 

And it should be remembered, too, that if 
there is less business now there will be 
fewer coucerns next year to divide it. 

"Cycling Gazette" talks airily of "motor 
tricycles and motocycles." Will our Cleve- 
land contemporary kindly inform the ex- 
pectant trade and public when a motor 
tricycle is not a motocycle? 




Has a Trade Organization of Which it is 
Proud — How it Operates. 

Minneapolis can boast of having one of 
the best organized bicycle dealers' associa- 
tions in the country with a membership of 
more than one hundred, comprising nearly 
every dealer, repairman and jobber in the 
city. The officers of the association are as 
follows: H. S. Haynes, president; .T. W. 
Bates, secretary, and Frederick Roach, 

In the early spring of each year the mem- 
bers of the association adopt a schedule of 
repair prices for the coming season, which 
are universally adhered to by all during the 
season. A large card containing list of 
prices is posted in every shop and store, and 
the old time custom of shopping from place 
to place by customers looking for a "bar- 
gain" in the shape of a repair job has be- 
come a thing of the past, which means a 
great saving of time for both customer and 
repairman. In fact, says President Haynes, 
it is seldom that a customer asks the price 
of a repair job until he calls for his wheel, 
well knowing there is uniformity of prices 
throughout the city. 

In adopting its schedule of prices the 
association is as careful not to set the price 
too high as it is in not getting it too low. 
The average riders have become accustomed 
to the uniformity of price, and are better 
suited, as a rule, than they were when no 
two shops were charging the same price for 
the same job. 

The Minneapolis jobbing houses who deal 
in bicycle sundries are all members of the 
association. The secretary of the associa- 
tion sends them a revised list of members 
who are in good standing every thirty days, 
and the jobbers in turn confine their sales 
to these members, so far as wholesale prices 
are concerned. The membership is thus 
maintained. On 1heir part the dealers and 
repairmen reciprocate by placing nearly all 
of their orders for supplies with their local 
jobbers. With the jobbers and dealers work- 
ing in harmony, one can readily understand 
why the association is a success and why its 
members are prosperous. 

The members meet every two weeks in a 
central hall, which they have hired for the 
purpose. There is always a box of cigars 
"on tap," and the coming together of the 
members cultivates an acquaintance and 
general good feeling which goes a long way 
toward doing away with the old time cus- 
tom of "knocking" competitors during busi- 
ness hours. In fact, customers often speak 
of this in going from store to store; they 
notice the disposition on the part of the 
various dealers to speak well of their com- 

When the association was organized, in 
the spring of 1898, the charter members were 
permitted to join at 50 cents each. The 
charter was left open at this rate for about 

sixty days, after which time the initiation 
fee was set at $2, at which rate it was held 
until 1900, when the association voted to 
raise the membership fee to $10, which is 
the present rate. 

"As a result of a well organized associa- 
tion," says President Haynes in summing up 
the benefits, "the Minneapolis cycle dealers, 
repair men and jobbers are doing a good 
business, working for the mutual interests of 
all concerned. Failures in the cycle trade 
in this city are almost unknown— in fact, it 
is notable that in the matter of credit out- 
side jobbers and manufacturers take into 
consideration the healthy condition of our 
local trade, a condition due largely to the 
thorough work of the Minneapolis Cycle 
Trade Association." 


Part it Plays in the Bicycle and flust Play 
in the Motocycle. 



..... „ 






Counter Suit Follows Acquittal. 

Following close on the heels of the acquit- 
tal of Oscar Selbach, European agent for 
the Miami Cycle and Manufacturing Com- 
pany, of Middletown, Ohio, on a charge of 
embezzlement, comes the announcement that 
a counter suit for $12,500 will be brought. 
This amount, Selbach claims, is due him 
for commissions and royalties, in addition 
to the sum alleged to have been embezzled. 

The case has attracted considerable at- 
tention, and the end came very suddenly. 
Briefly, Selbach, in renewing a contract with 
a German purchaser of the Miami company's 
goods, claimed that he had to bribe the 
buyer, paying him $2,500. This amount he 
deducted from a payment made by the con- 
cern, claiming that he had authority to do 
so. The claim was disputed, and the suit 
brought against Selbach, who came from 
London to stand trial, to recover the amount. 

The case came to trial at Hamilton, Ohio, 
last week, and the prosecution failed to 
make out a case. Accordingly, after a jury 
had been secured, and with the State's con- 
sent, the Judge instructed the jury to re- 
turn a verdict of not guilty. 

Perfect and permanent alignment of the 
chain wheels is now universally recognized 
as an absolute necessity in the bicycle if 
economy of power and ease of running are 
desired. Under modern methods of construc- 
tion this is a comparatively easy matter of 
attainment. If the frame is lined up prop- 
erly at the factory, and the chain stays are 
strong enough to insure the necessary rigid- 
ity, there is never any trouble with the align- 

When it comes to motocycles, however, or 
at least those having more than two wheels, 
the matter takes on a new aspect. Perhaps 
the greatest loss of power on most machines 
is attributable to the fact that two chains 
are employed, and that these are greatly 
affected by the swaying of the body of the 

This means that, as the wheels are bound 
to maintain a steady position, and as the 
body swings somewhat sideways and also 
unevenly, according to the road, and is apt 
to be more depressed on one side than the 
other by the disposition of the load, the 
chains never run really truly over the 
wheels. What a grave loss this must be in 
the matter of the utilization of the power 
of the motor can be realized by any cyclist 
who has had the misfortune to ride a ma- 
chine the chain wheels of which are not in 
perfect alignment. 

But in a motocycle this is even worse, be- 
cause if the chain wheels on a cycle be not 
in the same plane they, at any rate, do not 
vary, so that in time the chain beds itself 
down more or less— generally less. On the 
motocycle, however, this is not the case, be- 
cause the chain wheels are out of align- 
ment, first in one direction and then in the 
other, just as the body of the vehicle may 
sway. It is this fact which causes the 
chains to wear so badly, and makes the 
rivets work loose. 

The life of a motor chain is very short, no 
matter how much care be taken of it, but on 
machines fitted with a single chain it is 
noticeable that this wear is not so great, 
because, the chain being placed centrally, 
the oscillations of the body do not throw it 
out of alignment to such an extent, although 
it is seldom running really well. 

All this points to the adoption of a type of 
vehicle in which chains are altogether dis- 
pensed with, or to the employment of a 
separate frame which can be rigidly built 
up in such a manner that it would be im- 
possible for the chains to run badly. 

Bidding Goodbye to Toledo. 

The Lozier Motor Company is this week 
"pulling up stakes" and removing from To- 
ledo to its new plant in Plattsburg, N. Y. Its 
motor tricycle and steam wagon will be 
ready for exploitation in about three weeks. 


Some Simple Precautions. 

Although cyclists arc now comparatively 
free from the annoying accidents that for- 
merly beset them. and. in consequence, fre- 
quently go entirely unprepared for them, 
they arc sometimes obliged to pay dearly for 
their temerity. The carriage of a wrench 
and pump -would seem to be the simplest and 
most necessary precaution, but very often it 
is not taken, and the rider is frequently left 
helpless iu the face of the most trivial inci- 
dent—one that could be put to rights in a 
minute had these useful articles been 

Such things as an extra chain link or a 
spare nut or two sometimes prove to be a 
blessing of very large proportions. Or, fail- 
ing these, two very useful articles for cy- 
clists to have are a wire nail and a small piece 
of copper wire. In the event of a broken 
rivet in the chain, the nail slipped in in place 
of the rivet and bent over will often serve to 
make a temporary repair of sufficient 
strength to carry the rider many miles. The 
copper wire is always handy in case of a 
broken saddle spring, or similar occurrence, 
allowing the broken parts, in conjunctien 
with a splint of wood, to be firmly bound to- 
gether. Even in case of a broken handle- 
bar, a jury handle-bar can be rigged up by 
means of a wooden support, bound thereto 
with copper wire, of sufficient strength to 
permit the rider reaching home, the nearest 
cycle repair shop or the railway station. 

Thinks Election Stayed the Rush. 

Talking of the present indisposition of the 
trade to "rush the season," in contrast to 
the feverish efforts of previous years to 
get the new models on the market at the 
earliest moment possible, J. Lovell Johnson, 
of the Iver Johnson Arms and Cycle Works, 
who was in New York this week, remarked 
that he d.u not think it altogether due to a 
spirit of trade reform; he thinks rather 
that the impending Presidential election is 
largely responsible for it, and inclines to 
the belief that, now that it has settled down, 
the cycle trade, in common with all other 
industries, will hereafter be influenced and 
affected by such movements much more than 
in the past. 

While he stated that the Iver Johnson 
1901 models were well advanced, Mr. John- 
son said nothing of the model with a motor 
on it which trade talk credits the big Fitch- 
burg plant with harboring; he did, how- 
ever, let drop a few words that left the im- 
pression that the trade talk in question was 
not wholly empty gossip. 

Osborn Out; Banta In. 

H. J. Banta, long with the Waltham Man- 
ufacturing Company, has engaged with the 
Ivor Johnson Arms and Cycle Works. He 
Succeeds to the position in the Johnson sales 
department at Fitebburg formerly held by 
I.. E. Osborn, who has returned to his old 
love, the Western Wheel Works. 


To Revolutionize Steel Industry ! 
According to dispatches from Indianapolis, 

Ind.. M. B. Dopoy, residing at No. 4.S.V2 
Fletcher Avenue, that city, has invented a 
process, after thirty-two years of study and 
experiments, that will revolutionize the man- 
ufacture of steel. With the new process, the 
inventor says, any piece of steel may have 
its tensile strength increased from 40 to 75 
per cent. It can be made so hard that no 
tool will scratch it, and only a diamond 
can be used to cut it. Yet it cannot be 
cracked or broken by impact. The harder 
the steel is made the greater its tensile 
strength becomes. 

A piece of cast iron, Mr. Depoy says, may 
be welded as easily and securely after treat- 
ment in his solution as the best Norway or 
Sweden wrought iron, and any tool formed 
from cast iron by the regular casting process 
may be tempered so that it will carry an 
edge superior to the steel now manufac- 
tured by the best known processes. This 
means, he says, that tools that must have 
the keenest edge and the greatest tensile 
strength can be manufactured after having 
been cast from the cheapest iron on the 

One of Mr. Depoy's experiments was the 
manufacture of a razor from a wire nail of 
the 20-penny size. It was first made into 
knife form, ground and then tempered, and 
it has been used in shaving with as much 
success as the best razor manufactured. 

Some Stearns Plans Unfold. 

The report published in last week's 
BICYCLING WORLD that E. C. Steams, as 
the bead of the million dollar Stearns Auto- 
mobile Company, had acquired the American 
rights of the Anglo-American Rapid Vehicle 
Company, is confirmed. The company, of 
which Mr. Stearns is president and general 
manager, and W. W. Gibbs, of Philadelphia, 
vice president, will manufacture in the 
former Barnes Bicycle Factory in Syracuse, 
making gasolene vehicles exclusively. The 
Stearns Steam Carriage Company, an en- 
tirely separate concern, will make steam 
vehicles in the Fronteuac Bicycle Plant, also 
in Syracuse. 

New Method of Welding. 

In a lecture delivered recently before the 
Congress of Saxon Associations of Engineers 
at Leipsig Max Schlemann described a new 
process of welding based on the Goldschmidt 
process for obtaining high temperatures. 
Powdered aluminum and iron oxide are 
mixed together and added to an easily ig- 
nitable substance. This powder is put into 
a clay crucible, and then ignited by means of 
an ordinary match. The resulting chemical 
action renders the mixture liquid. This 
liquid is poured around the surfaces to be 
welded. The metal soon assumes a white 
heat, and the surfaces may then be pressed 
or hammered together iu the ordinary way. 

"Motocycles and How to Manage Them." 
The name explains the nature of the book. 
Price 75 cents. For sale by The Goodman 
Company. * * * 

"They will adorn your 1901 models and 
not fracture your bank account" is the mod- 
est way in which the Record Supply Com- 
pany, Boston, drops a hint as to the attrac- 
tive figures they are quoting on Sid well and 
Bennett pedals. 

Out Next 

(October 3d) 

The Goodman Co's. 
Automobile Publication 

motor movie 


Not Like 
The Other Kind. 


$2.00 PER YEAR 





123-125 Tribune Building, 




Sees a Good Season Ahead and Thinks 
Coaster= Brakes are out of it. 

Among the trade visitors in New York 
last week was W. H. Pirrong, he of the 
Standard Welding Company, Cleveland. 
He had about completed a tour of the East- 
ern manufacturing centres and appeared to 
be feeling particularly good. The reason 
for it came out in his reply to the query, 
"How's business?" 

"Business?" he said, in a satisfied tone. 
"Well, I think I've about skimmed the 
cream of it in our line." 

"How are the makers buying?" 

"Conservatively; very conservatively, in- 

"Were you able to get a line on outputs 
for next year?" 

"I found that most of the makers were 
taking the mean of the 1899 and 1900 out- 
puts as the basis for next year. Thus, if 
they made 15,000 bicycles in those two years, 
they were figuring on 7,500 for next sea- 

"How about carried-over stock?" 

"I don't think there's as much of it as is 
generally supposed. I found some factories 
pretty well cleaned up, others appeared to 
be comfortably fixed in over-stocks." 

"What of next year?" 

"I think the trade is due for a go6d sea- 
son. How do I figure it? Well, this year 
we had a late spring and a hot summer, but 
we are already having a touch of winter. It 
will set in early, and that means an early 
spring, and as surely as it comes as surely 
will people buy. Another thing: The coaster 
brake has shot its bolt. There'll be a slump 
in them next year. I tell you they have 
caused more trouble and more accidents 
than some of you imagine. Riders are com- 
mencing to find it out, and are taking the 
thing off their wheels." 

When the assertion was doubted, Mr. Pir- 
rong stood by his guns. 

"No, sir; I know what I'm talking about. 
I know at least 600 people that have taken 
coaster brakes off their wheels. Five of 
them live in the same block with me. The 
coaster brake hurt the sale of new wheels 
this year, but it won't be much of a factor 
in the future, mark my word!" 

When the talk drifted to the Standard 
Welding Company's productions, Pirrong 
was in his element. The manner in which 
he can dilate on the benefits and economies 
of welded tubing, forksides, scatposts and 
the other articles is something of a" treat to 
listen to. He has a fund of argument that 
seems unanswerable. 

Before the talk ended, he remarked how 
the forward extension handle bar had played 
havoc with the cheap bicycle. That type of 
bar brings great strain on the head, and Mr. 
Pirrong asserted that comparatively few 
cheap wheels had been able to stand up 
under it. 

Pratt Combines Rifles and Cycles. 

The contract of J. Elmer Pratt as sales 
manager of the American Bicycle Company's 
Grand Rapids factory expiring on the 1st 
inst., the energetic Pratt lost no time in 
establishing himself elsewhere. He quickly 
consummated what he had had in view for 
some time— the organization of the Rapid 
liifle Company, Limited, of Grand Rapids. 

The articles of association, as filed, show 
the objects of the company to be the manu- 
facture and sale of air guns and bicycles. 
The capital stock is $8,000, of which $2,000 
is paid in. The stock is held as follows: J. 
Elmer Pratt, $3,900; Morton H. Luce, $4,000, 
and Arend Klaasse, $100. 

They will acquire an already established 
air gun factory in Grand Rapids, and begin 
business at once. Like Pratt, iu.r. Luce was 
formerly identified with the Granu Rapids 
Cycle Company; and the fact that they are 
still to retain connection with the cycle 
trade will be pleasing news to many, for 
few men were better known or better liked 
or did better work than this same Pratt. 

It is Pratt's intention to market the guns 
largely through bicycle travelers and bicycle 
dealers. It will affoi'd them a side line that 
at the Pratt terms should prove an attractive 

The Veteran Zacharias Succumbs. 

An assignment for the benefit of creditors 
was made on Friday last by Zacharias & 
Co., the well known dealers of Asbury Park, 
N. J. J. Otto Rhomo, of Asbury Park, was 
appointed assignee, and John D. Martin, of 
Plainfield, has been placed in charge. A 
statement of assets and liabilities is being 
prepared. It is not thought that the firm 
will resume. 

The failure was not. altogether unexpected, 
as the firm's business was known to have 
undergone a shrinkage. An assignment was 
made several years ago, when the firm was 
Berrang & Zacharias, but business was re- 
sumed; then came an attempt on the part 
of Berrang to force the concern into bank- 
ruptcy again, but it was unsuccessful, and 
Berrang retired. Mr. Zacharias was one of 
the first dealers in the bicycle field, the firm 
of Zacharias & Smith, of Newark, later 
Howard A. Smith & Co., doing an extensive 
jobbing business in sundries in the early 
eighties. Upon his retirement from this 
firm, Mr. Zacharias, who is highly esteemed 
by his associates, devoted himself to tele- 
graphing, being the manager of the West- 
ern Union office at Asbury Park. 


The Qeniuses who Hade the Bevel Gear 
Possible, Increase Their Scope. 

Increased from $6,000 to $100,000. 

The capital stock of the Stearns Bicycle 
Agency of Syracuse, N. Y., has been in- 
creased from $6,000 to $100,000. The in- 
crease is 1 made in order to give wider scope 
to the company's business of wholesaling and 
retailing bicycles and bicycle sundries. 

The people who made the bevel gear a 
success, the Leland & Faulconer Manu- 
facturing Co., Detroit, Mich., have made 
another move calculated to make the suc- 
cess more sweeping. They will not only 
furnish the gears themselves, but will now 
supply the complete fittings to go with them. 

While it was known that they were work- 
ing along that line, it is only now that the 
announcement may be made authoritatively. 

Some of those in the trade who have seen 
the fittings pronounce them magnificent 
creations, both in design and execution; their 
simplicity and the readiness with which 
they can be applied and adjusted to the 
bicycle are impressive features which are 
heightened by the superb finish; in fact, it 
is described as just such work as might be 
expected of the people who made the im- 
possible possible, for it is not to be forgotten 
that until Leland & Faulconer designed the 
machinery and uroduced the gears, the me- 
chanical wise acres proclaimed that it was 
simply impossible to cut bevel gears out of 
hardened steel; they asserted that it can only 
be done by hand work on soft metal, which 
would then warp in the hardening process. 

When the Detroiters demonstrated their 
unqualified success, they entered into close 
contract of some sort with the Pope Manu- 
facturing Company, and to use the gears it 
was thereafter necessary to secure a Pope 
license, although R. L. Coleman, now presi- 
dent of the American Bicycle Company, and 
then the head of the Western Wheel Works, 
snapped his fingers at it and made chain- 
less bicycles regardless of the Pope rights. 
The Pope-Coleman interests finally effected 
an amicable arrangement, and later both 
were absorbed by the A. B. C. About that 
time a cheaper bevel gear was found, and 
although nothing was' said of it, the Leland 
& Faulconer article was practically 
"shelved.!' Comparatively few dealers knew 
of the substitution. 

That such a grand article should receive 
such treatment has astonished not a few. 
It doubtless spurred Leland & Faulconer to 
greater efforts, and their bevel gear fittings 
is the result. Those who know the circum- 
stances cannot but hope that the venture 
will reap the full reward it merits. 

Recent Incorporation. 

Buffalo, N. Y.— Erie County Tire Inflating 
Company, with $10,000 capital. Directors- 
Maurice B. Patch, Thomas W. Symons, Will- 
iam P. Smith, Ansley D. White and John 

Old Timers Reorganize. 

Under the title of the Martin-Koehler 
Sporting Goods Company, of Newark, N. J., 
the business of the well known Keer & Mar- 
tin Cycle Company will be absorbed, and 
a more decided push on sporting goods of 
every character made. The officers of the 
new company are Frank L. C. Martin, presi- 
dent; Frederick Keer, vice-president, and 
Herman J. Koehler.^secretary and treasurer. 




is decidedly an art — that is, the making of good tires. Good, 
pure rubber and high-grade fabric is but one-tenth of the recipe ; 
the other nine-tenths is the "know how." 

The best rubber experts in the country are in charge of the 
making of the Fisk Tires — men who have spent the greater part 
of their lives handling rubber, studying the tire problem, deter- 
mining just the proper combination of rubber and fabric and in 
learning to "know how." 

The result is that Fisk Tires are not experiments and every 
tire leaving our factory will give a good account of itself under 
reasonable use. 





Sidwell and Bennett 



Quality, Elegance of Design, Mechanical Excellence and 
Stylish Finish characterize BENNETT and SIDWELL 
PEDALS. They Will adorn your 1901 models and 
not fracture your bank account. : : : : 



170 SUnriER STREET, 





Superiority of Early Tires a Delusion- 
Some of Their Faults. 

It is, of course, natural to look back to 
the old days with regret, and to invest them 
with excellencies that do not belong to them 
of right. Time tempers all things, and the 
shortcomings that were so glaringly mani- 
fest years ago are now viewed in a mellow 
light that robs them of much of their harsh- 

It is not surprising, therefore, that an 
English writer should thus compare the old 
with the new, much to the latter's disad- 

We think there is very little doubt that 
the quality of the rubher used in even the best 
tires to-day is not what it was in the earlier 
stages of the industry. At any rate, we never 
see rubber used on tires to-day which has the 
fine and eminently unmistakable appearance of 
pure rubber, which was a characteristic of the 
original Dunlops. 

Doubtless the makers consider that in the spe- 
cial mixings which they now use they get some- 
thing which gives them better results, but a 
reader this week sends us a very striking ex- 
ample of what tire rubber was in 1894 and what 
it is to-day. He sends us a piece of a cover pur- 
chased by him in 1894, and only discarded after 
five years' constant wear. Although the non- 
slipping pattern is in places almost entirely 
worn away, the rubber is smooth and soft in 
texture, tough and elastic. He also sends us a 
piece of the cover of a tire of the same make 
with the same pattern tread, which after two 
years' constant use from 1896 broke all up and 
left the canvas. This rubber is rough and 
granular, is split in several directions, and has 
absolutely no elasticity or toughness left. A 
pull at any part simply serves to break it up 
into bits. 

Our correspondent adds that his son and two 
friends of his had new machines this year 
fitted with tires of the same make — one of the 
best in the market— and although these have not 
been used more than four months, they are 
virtually already worn out. 

To the testimony thus borne in favor of 
the quality as well as the quantity of rub- 
ber incorporated in the old tires those whose 
recollections go back that far will yield a 
hearty assent. Both attributes stood out 
prominently. The rubber in the outer covers 
of the old rag Dunlops, for example, pos- 
sessed a soft and "rubbery" feeling the like 
of which has not been seen since. And the 
amount of rubber contained in a cover! It 
was well nigh half an inch thick, and pos- 
sessed a cushioning power that was marvel- 

But there is another and much less allur- 
ing side to the picture, x.^uch as the cycle 
of to-day is superior to its predecessor of 
half a dozen or more years ago in the mat- 
ter of breakages and minor troubles, the 
improvement is slight compared with that 
which has taken place in tires. As far as 
their construction is concerned, the latter 
have ceased to give any trouble worth men- 
tioning. But the early tires had faults that 
tried the patience of the most Joblike maker, 
dealer or rider. 

The greatest trouble was with the fabric. 
The amount, of money that was lost in 
solving the problem of making fabrig that 
would do its work in an acceptable manner 
would supply the entire tire trade at present 
with profits for a number of years to come. 
In every manner that it possibly could the 
fabric went wrong. It chafed, it split, it 
burst, it came loose from the rubber tread; 
and for a long time no amount or study re- 
vealed the trouble or provided a remedy for 
it. It was only after a number of seasons 
had passed that sufficient experience had 
been gained to locate it. 

It was almost as bad with the rubber 
tread. Here it really seemed as if the chief 
trouble was that the quality of the rubber 
used was too good. It would cut and punc- 
ture veiy easily, become ragged on the edges 
and come off in chunks at any severe appli- 
cation of the brake. Whether, as one promi- 
nent manufacturer claimed in the case of 
solid tires, the rubber was of too good a 
quality will probably never be known. But, 
at any rate, the improvement that soon took 
place was accompanied with a deterioration 
in the quality of rubber used. 

It is not at all unlikely, therefore, that 
the pleasant belief that che old tires were 
superior to those of to-day is considerable of 
a delusion. This fact would be better ap- 
preciated could a tire of the old vintage be 
placed alongside one of the present produc- 
tions and a comparison drawn. It would he 
instructive, at least. 



Meyercord Scores at Paris. 

While Paris Exposition awards were hand- 
ed out with such a liberal hand as to make 
them of small intrinsic value, the Meyercord 
Company, of Chicago, write that they re- 
ceived not only the highest award at the 
Exposition for decalcomania transfers in 
competition with foreign manufacturers 
but the only one given in that department 
at the entire Exposition. In addition to re- 
ceiving this recognition they report having 
booked many thousand dollars' worth of for- 
eign orders and established permanent 
branches in almost all the European coun- 
tries. These facts recall that it was only 
a few years since that American "transfers" 
were practically unknown; certainly, none 
was considered of much value, Germany 
practically controlling toe trade of the 


Never Leaks. Always Ready. 

Always Reliable. 

It is a favorite with the dealer and repair- 
man wherever used 

should order for their own use 

Our Star Connection with the thread end 
made from Tool Steel Hardened. This is 
important where many tires are inflated each 
day. Steel point connections, 35c. each, post- 
age prepaid. 

PARK CITY BRASS CO., Springfield, Mass. 

(Oldest Pedal Manufacturers in America) 

We are still doing 
business at the old 
stand and propose 
continuing to do so 
for sometime to come 

Curtis Pedals 


Will maintain the 
reputation they have 
always had <£ That's 
the best we can say 
for them «£ <£ <& <£ 
We are now ready 
to talk prices *£ and 
make contracts *£ <£ 
Are you ? *£ <£ <£ 

Reed & Curtis 
Machine Screw Co. 





Views of Another Veteran who has put the 
Wheel to Tests That Tell. 

To the Editor of THE BICYCLING 
WOULD: 1 have read with much interest 
the article in your issue of the 20th inst. I 
am a ehainless rider myself, this being my 
second season. I own and ride three War- 
wick special ehainless bicycles, all made to 
order, and equipped with the Leland & Faul- 
coner bevel gears. The first one, received 
on June 10, 1890. was a full roadster, weigh- 
ing thirty-two pounds, and geared to 82 
inches. It has since been ridden sixteen 
thousand miles, including twenty-two cen- 
turies. It was used all last winter in sun, 
rain, mud, etc., and although I have loaned 
it to many acquaintances by the week its 
condition to-day is as good as new. 

The second, received on March 24, lyOO, 
was full nickelled and gold trimmed (a special 
order), weight twenty-eight pounds, gear 82 
iuches. This has been ridden fourteen hun- 
dred miles, and used as a first class touring 
light roadster, and is to-day as if brand new. 

The third, received on August 7, 1900, a 
ehainless racer, is, I think, the lightest in 
America for strictly road use. The frame is 
of white enamel, gold striped, with vermilion 
head, rims and rear gear case; 20-inch frame, 
92-inch gear, 1%-inch Palmer racing tires, 
racing rims, 7-inch cranks; weight, all ready 
for road, 24% pounds. This has been ridden 
twelve hundred miles over good, common 
roads, and to-day is in Al condition. I have 
found it very speedy, being able easily to 
ride twenty miles an hour for several hours, 
and have actually hung on to motors on the 

The light ehainless will doubtless be the 
wheel next year. The only fault I find is 
that it is too swift at first; "'give it an inch 
and it takes an ell," and if one exerts his 
full strength it requires very close watch- 
ing to prevent the machine from running 
away on even a little incline. 

I am, like the gentleman mentioned in your 
article, an old rider, having begun in 1881, 
and I went down the scale from the "good 
old ordinary" to the Star, the Eagle, the 
Springfield, the tricycle, the Kangaroo, etc. 

In 1893 and 1894 I rode two ehainless front 
drivers, or "geared ordinaries," and even 
then claimed the advantages of the chain- 
less; but I went back in 1895 to chain wheels, 
only to join the ehainless ranks again. 

I know I am using your valuable time, but 
perhaps my "fellow ehainless" in your office 
will take pleasure in reading an indorse- 
ment of his opinions. This is not an "ad. in 
disguise." but a friendly letter, and I would 
like to know the name of his wheel. 

With best wishes for your paper's success 
from an old reader, and hopes that I shall 
always find your pages as bright and inter- 
esting as in the last fifteen years. I am. 
Frank A. Wade. 

Cambridgeport, Mass. 

| The wheel ridden by THE BICYCLING 
WORLD man is a Clipper, made by the 

Grand Rapids Cycle Company before it was 
absorbed by the Trust and its manufacture 
practically discontinued. As the American 
Bicycle Company has also "shelved" the Ice- 
land & Faulconer gear and is using a differ- 
ent article, the experience detailed last week 
can naturally apply directly only to the Le- 
land & Faulconer invention.— The Editor.] 


Rochester Paper on the "Decline of Cycling" 
— Right View in the Right Light. 

The Week's Exports. 

The present was another light week in the 
matter of cycle exports, Great Britain and 
her colonies taking the only shipments of 
any considerable proportions. The record 
for the week which closed on September 25 

Antwerp — 4 cases bicycles, $100; 1 case 
bicycle material, $10. 

Azores— 2 cases bicycles, $40; 4 cases bi- 
cycle material, $44. 

Alexandria— 1 case bicycles, $47. 

British Australia— 12 cases bicycles, $340; 
67 cases bicycle material, $3,047. 

British East Indies— 3 cases bicycle mate- 
rial, $241. 

Brazil— 1 case bicycles, $20. 

British West Indies — 47 cases bicycles, 
$1,052; 6 cases bicycle material, $211. 

Bremen — 1 case bicycles, $28; 4 cases bi- 
cycle material, $200. 

British possessions in Africa— 16 cases bi- 
cycles and tools, $1,251; 1 case bicycle ma- 
terial, $28. 

Cuba— 2 cases bicycles, $115; 2 cases bi- 
cycle material, $48. 

Ecuador— 1 case bicycle material, $10. 

Glasgow— 7 cases bicycles, $150. 

Hamburg— 23 cases bicycles, $498; 4 cases 
bicycle material, $257. 

Havre— 27 cases bicycles. $618; 6 cases 
bicycle material, $105. 

Liverpool— 105 cases bicycles, $1,528; 2 
cases bicycle material, $400. 

Lisbon— 5 cases bicycle material, $250. 

London — 140 cases bicycles, $1,503; 20 
cases bicycle material, $275. 

Norrkoping— 1 case bicycle material. $75. 

Porto Rico — 1 case bicycles, $25. 

Portuguese possessions in Africa— 1 case 
bicycles, $30. 

Peru — 1 case bicycles, $68. 

Stockholm — 4 cases bicycle material, $332. 

Southampton— 1 case bicycles, $30; 5 cases 
bicycle material, $180. 

San Domingo — 1 case bicycles, $76. 

Stettin— 1 case bicycles, $50. 

Siam — 1 case bicycles, $50. 

Trieste — 1 case bicycles, $75. 

Tasmania — 2 cases bicycles, $44. 

Venezuela— 1 ease bicycle material, $19. 

Take Warning. 

An Albany, N. Y., bicycle firm, Nichols 
& Egnor, was swindled out of a pair of 
Hartford tires last week by a clever oper- 
ator. What purported to be an order for 
the tires from a well known business man, 
a customer of the firm, and written on the 
former's business paper, was presented and 
duly honored. A bill was sent and the next 
day the supposed purchaser called to see 
what it all meant. Of course, he knew 
nothing of the matter, did not want the 
tires and had never seen them. 

In its space-filling possibilities the "de- 
cline of the bicycle," so called, is a subject 
of almost inestimable value to the daily 
papers. Not since the days when it began 
to make its great stir in the world has the 
bicycle been so much discussed, albeit it is 
this time in a deprecatory tone that it is 
spoken of. 

Of course, the bulk of the critics are firm 
in the conviction that the said decline has 
actually set in; while many of them have 
grave doubts of its being checked before the 
sport has quite petered out. Occasionally, 
however, instead of joining in the hue and 
cry, a journal is found to take a common 
sense view of the subject and point out the 
difference between a subsidence of the 
"craze," such as has actually taken place, 
and a complete disappearance of the bicycle, 
such as is freely prophesied. 

Of this class is "The Rochester (N. Y.) 
Democrat." After touching upon the neces- 
sity of reading between the lines when tak- 
ing up the matter of exports, "The Demo- 
crat" goes on to say editorially: 

"But it would not be strange if full and 
accurate statistics should show that the bi- 
cycle is not in such general use among some 
classes as it was a few years ago, when it 
was a novelty and a craze with all phases 
of society. At one time it was as popular 
in fashionable society as the automobile is 
to-day; but society has mostly abandoned 
the use of the wheel, though it is not im- 
probable that for every _one discarded by 
those who formerly rode merely for pleasure 
or because it was the fad of the day half a 
dozen have been put into use for business. 

"There is no danger that the bicycle will 
disappear from our streets and highways. It 
is no longer a toy or merely a pleasure pro- 
moter, but a business vehicle. In its pres- 
ent construction it has come as near com- 
plete simplicity combined with utility, it is 
probable, as any vehicle that ever will be 
constructed. Its immense value in expedit- 
ing and easing the transportation of one's 
person is such that the world can no more 
afford to do without it than it coulu now 
afford to dispense with electric light and 
power or any other essential feature of 
modern life. 

"It is a mistake to assume that the bicycle 
is no longer employed as an instrument of 
pleasure. Thousands use it for excursions 
into the country and the pai-ks. For others 
it is chiefly a means for taking exercise and 
maintaining nealth by taking them into the 
open air and sunshine; but the principal use 
of the bicycle from now on will be for busi- 
ness purposes. 

"It is of no consequence to the multitude 
whether the few who are the devotees of 
fashion, and who flit from fad to fad with 
frivolous inconstancy, ride the bicycle any 
longer or not. The masses of the people find 
in it an instrument which mi?iisters to their 
convenience, comfort and pleasure, and they 
will continue to use it. There are undoubt- 
edly more wheels in this city to-day than 
ever there were before, and there seems to 
be no reason why their number should not 
continue to increase, unless our young people 
propose to degenerate into sickly house 
plants, of which there are at present no 




This Dealer Refused to be Frightened and 
Sees His Life's Work Ahead. 

Not the least remarkable circumstance 
connected with the "slump," and one that 
has been irequently commented on, is that 
in each branch of the trade there are to be 
found many concerns that have little to com- 
plain of. They have apparently trimmed 
their sails to suit the prevailing winds, and 
manage to extract considerable comfort from 
the sum of their transactions. 

A striking example of this is found in a 
conversation had with the head of a manu- 
facturing, supplies and repair establishment 
located on the Boulevard, New York. His 
views are the more remarkable because of 
the general belief that concerns of this class 
had been the hardest hit of all— a belief that 
has undoubtedly much truth in it. He is 
reported as saying: 

"We are still in it. I mean that, ..espite the 
decline in the popularity of wheeling— which 
every intelligent observer must admit— our 
business has its compensations. The auto- 
mobile keeps us busy. 

"We note only a very moderate decline in 
the volume of our business from last year 
and 1898. A year and a half ago, when bi- 
cycling first began to show signs of deca- 
dence, a friend of ours said: 'Pull out of 
the thing while you can do so, with profits 
still showing on your books. A year from 
now you will "go broke" if you don't!' And 
I was half inclined to act on his advice. 

"But my two brothers said 'No.' They felt 
that the bottom had not wholly dropped out 
of ilie bicycle boom. So we stuck— and I'm 
glad of it now. But it took nerve and capi- 
tal. Fortunately, we had some of both. 

"Why, one Sunday back in June, 1896, I 
stood in the door of my shop one forenoon 
and in one hour by my watch I counted 
11,148 wheels going northward on the up- 
town side of the Boulevard. How many 
there were on other popular thoroughfares 
in New York I can only conjectui'e. But in 
pumping, repairs, sales of incidentals, etc., 
the Sunday business in those days used to 
amount to nearly $200— and it was a cold 
day during the week when we didn't sell 
$000 in new and second-hand wheels. 

"Now the business has dwindled to a mere 
fraction of that, but it has bigger profits. 
We make wheels to order, and at least two- 
score of customers give us standing orders 
every fall to make them up new wheels for 
delivery in March or April, and this keeps 
our men at work steadily all winter. We 
take the old wheels and sell them on com- 
mission. This is a pretty business in itself. 

"But the one thing that keeps our courage 
up in the face of the big slump in wheeling 
is the great— I might almost say, tremen- 
dous—interest in the automobile. In the 
pumping, repairs, renovation and decoration 
of these machines we keep fully half a dozen 

men busy all the time; and this, too, in spite 
of the liberality of the New York .manu- 

"At present they are competing for busi- 
ness so sharply that every concern will agree, 
when making a sale, to keep the machine in 
repair for at least one year; but it isn't al- 
ways handy to go back to the factory for 
repairs, and we catch this business. A year 
from now the manufacturers Avon't be so 
liberal, and firms like ours will get the cream 
of the automobile repair business. Even 
now we are taking orders to make special 
designs in the vehicles. 

"Oh, no! The bicycle business hasn't gone 
to the demnition bow-wows just yet. It 
will revive again, mark my word. And con- 
cerns that keep up with automobile develop- 
ment won't ever lack for business. It's 
simply a matter of keeping up with the 
times. I'm thirty-eight years old, but, upon 

Morgan *WrightTires 
are good tires 


Morgan & Wright 

NEW YORK BRANCH: 214-216 WEST 47th ST. 


Near Fort Hill Square. 

my word! I expect to be inflating and re- 
pairing balloons right here in the Boulevard 
before I die. The world moves, and my 
brothers and I are making a big bluff at 
keeping up with it." 


Another Veteran of the Trade Passes Away 
— A Victim of Typhoid Fever. 

From McCormack to Melrose. 

The patents and business of the McCdr- 
mick Manufacturing Company, of Philadel- 
phia, manufacturers of the McCormick bi- 
cycle package carrier, have been purchased 
by C. L. Miskell and J. S. Kelley, trading 
as the Melrose Manufacturing Company, of 
Oakville, Conn. 

New Firm Will Reach Out. 

A dissolution of the Arm of North-way & 
Kingsbury, makers of the North King and 
Pilot bicycles, is announced, Kingsbury re- 
tiring and Northway continuing the business. 
In addition to manufacturing for the local 
trade as heretofore, an effort will be made 
to secure outside business in these machines. 

After a short illness, and as the result of 
an attack of typhoid fever, Harry G. Rouse 
passed away at Peoria, 111., on Sunday last. 
He was forty years of age. 

At the time of his death Mr. Rouse was 
still in the trade, although no longer a prom- 
inent figure. After the failure of Rouse, 
Hazard & Co., more than a year ago, a re- 
organization took place, Mr. Rouse start- 
ing one concern and Mr. Hazard another. 
The operations of both were to a large ex- 
tent confined to Peoria, although Rouse & 
Co. did some manufacturing for outside 

To his being one of the early pioneers— 
both of. the pastime and of the trade— Harry 
G. Rouse owed his chief title to fame. One 
of the charter members of the League of 
American Wheelmen, being chosen one of 
the two directors for Illinois, he took ah 
active interest in the organization for many 
years, and always retained his membership. 

It was in the trade, however, that his 
greatest usefulness was to lie. It is not easy 
now to make plain the position held by 
House, Hazard & Co. in the early days. They 
were a power in every branch of the trade 
They were best known to the rank and filfe 
as big retailers, whose specialty was in deal- 
ing Avith obsolete and second-hand machines 
—this before A. W. Gump & Co. appeared 
on the scene. But they were much more 
than this. They were sales agents in four 
States for Gormully & Jeffery and the West- 
ern Wheel Works, and each year disposed 
of thousands of tneir machines. 

They gradually withdrew from the retail 
trade and began to manufacture, the Over- 
land and, later, the Sylph being meir prin- 
cipal machines. Reverses in this line con- 
sequent upon the slump of a few years ago, 
preceded by unsuccessful litigation, brought 
about their embarrassment. A reorganiza- 
tion took place, as previously stated, but 
the firm ceased to be a factor in the trade. 

Personally Mr. Rouse was much liked. Re- 
served and self-contained, he was most ap- 
preciated by those who knew him best. The 
reverses that overtook him were felt keenly 
by him and deplored by his agents, to wuom 
he endeared himself greatly. He was de- 
voted to his business, and thought no exer- 
tion too great if it served to advance it. 

Holley Raises His Price. 

The Holley Motor Company, of Bradford, 
Penn., has found that it costs more to turn 
out its motor bicycle (illustrated in THE 
BICYCLING WORLD two weeks ago) than 
originally anticipated; accordingly the price 
has been raised from $150 to $200. The Hol- 
ley people also mean to furnish motors and 
motor bicycle fittings, both finished and in 
the rough. 




Big Revival Confidently Expected 
Best to do Business There. 


When the war in South Africa is brought 
to a close it is freely predicted that a great 
ware of prosperity will sweep the country 
and a renewed and enlarged demand for 
anything and everything set in, bicycles, 
among the other things. The English press 
appears cocksure of it, and displays some- 
thing akin to anxiety in its urgings that 
the home merchants not permit the Yankees 
and the Germans to get the start of them 
in the rush for South African trade that is 

That the Germans really are preparing 
for something of the sort the German press 
makes plain. The papers are all urging on 
their exporters and pointing out the best 
way to obtain the business. One of these 
papers goes so thoroughly into the subject 
that its information cannot but be of service 
to American exporters. It says: 

"The influx of commercial travellers from 
Europe and America into South Africa has 
been especially noteworthy of late years. 
In 1898 about three hundred licenses were 
granted to commercial travellers in the Cape 
alone. Although commercial travellers en- 
joy certain privileges on the railways, inas- 
much as they may travel first class at second 
class rates and are granted reductions in 
i-espect to their luggage, yet their expenses 
are as a rule fairly high. 

"The cos1 of license in Cape Colony is £25 
($121) annually: in British Bechuanaland £10 
iS-ISi; in Natal, from January 1. 1S99, £10. 
Some German firms have already adopted 
the system of other competing countries and 
pay the agents who introduce their goods a 
fixed salary besides commission, with addi- 
tions for travelling, advertising, etc. Travel- 
lers for single firms or for combinations of 
firms have to be supported liberally by their 
principals if they are to be successful. The 
South African Commercial Travellers' Asso- 
ciation was recently formed in Cape Town to 
protect the interests of travellers; its mem- 
bers soon numbered tnree hundred. 

'"The travellers of larger houses as a rule 
visit only important wholesale and import- 
ins firms: these are situated principally at 
the ports and in some of the larger inland 
towns. Owinjr to the keenness of competi- 
tion, some commercial travellers have sold 
•roods on credit to small inland firms: but 
there is considerable risk about business of 
this kind, as many of the smaller firms are 
not supported by sufficient capital and are 
too ready to engage in larger transactions 
than their means justify, and it is not ad- 
visable to depart from the usual plan of sell- 
in;: only to importing firms or agents. The 
usual tour of commercial travellers in South 
Africa is as follows: Cape Town, Port Eliz- 
abeth, Craaf Reinet, Middleburg (Cape Col- 
ony), Grahamstown, East London, King 

William's Town, Queenstown, Durban, 
Pietermaritzburg, Pretoria, Potchefstroom, 
Kimberlej-, Bloenifontein, Beaufort West, 
Cape Town, or in the inverse direction, di- 
rect from Cape Town to the north and back 
by the eastern route. Many commercial trav- 
ellers start from Delagoa Bay and visit the 
Transvaal before going south. Expenses 
amount to from £2 10s. to £3 ($12 16 to 
$14 59) per day along the lines of railway, 
and are correspondingly more on other 

"Commercial travellers and representa- 
tives should be furnished with complete as- 
sortments of patterns and samples. The 
more familiar types meet with ready sale. 
The establishment of sample depots is said 
to answer. Americans, especially, attach 
importance to exhibiting their samples to 
advantage— for example, machines and agri- 
cultural appliances are shown at work when- 
ever practicable. Although the outlay in 
establishing such depots is often very con- 
siderable, they are as a rule remunerative if 
thej r are intelligently and energetically man- 
aged. In this respect, as well as in the selec- 
tion of agents and representatives, economy 
is a mistake. 

"Great attention should be paid to adver- 
tising, which plays a great part in commerce 
in South Africa as well as in other English- 
speaking countries. Poorly prepared placards 
and catalogues say little for the goods they 
refer to and their manufacture. Exporters 
should, like those of other countries, send 
suitable circulars or cards with each con- 
signment of goods, when the nature of the 
goods allows of this course. Advertisements 
for outside of buildings, etc., should be 
weatherproof and made of sheet iron or sim- 
ilar material. Catalogues and price lists 
should be well printed and on good paper, 
and if provided with illustrations these 
should be printed in the best style. An im- 
porter will not throw aside a well-prepared 
catalogue, but will keep it for frequent refer- 
ence, so that a durable binding should be 

"Price lists, catalogues, etc., of whatever 
kinds, should be drawn up in English and 
German. If .aey are intended to reach the 
Boer population, the 'Taal' (Dutch African 
dialect) should be used. All these points, on 
which local representatives— knowing the 
country well in each particular case — would 
be able to give the best information, should 
be scrupulously observed by manufacturers 
and exporters, or their interests will suffer 
and the work of their agents be rendered 
difficult or impossible. 

"Complaints are frequently heard of care- 
less and faulty packing of goods ordered. 
Tne following rules should be observed: 

"Packing should never be left to inexperi- 
enced hands, and should be effected in exact 
accordance with the wishes of the customer, 
and only such material as he specifies should 
he used to fill the interstices between the ar- 
ticles in a package. If, for example, an 
importer requests that bottles of acid should 

be packed in carbonate of lime, it will not 
do to pack them in shavings. Only good, 
strong boxes should be used for packing, 
about forty or fifty inches square, and under 
no circumstances should boxes be selected 
which are too large for the goods they are 
to contain, and empty spaces should always 
be avoided. Several smaller boxes are pref- 
erable to one large one. At port towns there 
are facilities for unloading, etc. ; but pack- 
ages have often to be sent long distances in 
the interior by wagon, when they are sub- 
jected to rough handling. 

"The external covering of the goods in the 
boxes should be as far as possible water- 
proof, and each separate package should be 
wrapped in good packing paper. The articles 
themselves should, whenever practicable, be 
pocked in cardboard boxes and the like; for 
example, knives and scissors should be fast- 
ered on cards instead of being wrapped in 
unlidy-looking brown paper. Articles got up 
io. this way are more attractive to buyers, 
and remain presentable, even though sub- 
jected to frequent handling. 

"Terms on which business is done vary in 
South Africa as in other countries. Credit 
of from three to six months is as a rule 
accorded to firms of good reputation. Some 
houses settle against bills of lading at thirty, 
sixty, ninety or one hundred and twenty 
days' sight; others pay cash through German 
or English houses on sale of the goods. The 
amount of credit to be given should, of 
course, be regulated according to the cir- 
cumstances of each case, and manufacturers 
who have never before done a direct export 
trade to South Africa should make a thor- 
ough study of the market and all relative 
circumstances, or else leave direct trade to 
experienced exporters. The chief point is, 
and always will be, to supply the customer 
punctually and rapidly with Ihe exact ar- 
ticle he requires and in the exact way he 

Demonstrations on the Spot. 

For some little time the Waltham Manu- 
facturing Company has had in contemplation 
the establishment at its factory at Waltham, 
Mass., of a sales and display room for its 
Orient product— bicycles, motocycles and au- 
tomobiles. It was also the intention to pro- 
vide means for the practical demonstration 
of the running of the various machines. 

These plans have now been brought to a 
successful conclusion, and the new depart- 
ment has been placed in charge of Gaston 
Plantiff. Prominence is naturally given to 
the company's motor vehicles— autogos, tri- 
cycles, bicycles, victoriettes, etc. — but the 
man-driven machines will also receive due 
attention. Beginning next month, when it 
is expected that deliveries of the bicycles 
and automobiles will begin, samples of all 
the machines will be carried and demonstra- 
tions given at any time. 

Orders for the motor bicycles and victori- 
ettes are being received daily, and every ef- 
fort is being made to hurry the time of their 




How Different Riders Devote Themselves 
to Their Wheels. 

There are two ways of taking care of your 
cycle, each having its advocates, or, at least, 
its exemplars. One may, for want of a bet- 
ter term, be called the butterfly method, 
those who follow it going in for looks and 
neglecting everything else. The followers 
of the second method scorn outward ap- 
pearance — sometimes, in fact, taking a pride 
in a disreputable looking machine — and pay 
attention solely to the running. 

Riders who follow the first plan regard 
dust aud dirt, rust and scratches, as their 
bitterest enemies. They declare unceasing- 
war on them, and are ever at work with 
cloth and polishing paste removing the evi- 
dences of use. Their machines always pre- 
sent a spick and span appearance, the 
euamel having a rich and glossy appearance 
and the nickel that peculiar glistening look 
caused by frequent polishing. As a rule, 
riders of this class know little and care less 
about the remainder of the machine; the at- 
tention it receives is infinitesimal. 

The bearings may be either loose or tight. 
Neither fact would be known, while if en- 
lightened on the subject the owners of the 
machines would not have the slightest idea 
how to go about remedying the trouble. The 
wheels, and especially the rear one, might 
be so far out of true that the tire would 
almost touch the forks, but not the slight- 
est heed would be paid to this. Lubrication 
—of either bearings or chain— usually receives 
scant attention. Oil or grease of any kind 
attracts dust, and dust is the bete noire of 
the butterfly. 

Diametrically opposite are the methods 
pursued by the rider whose regard for ap- 
pearances has long since disappeared. He 
pays heed to the running parts, and if they 
are all right he bothers himself little with 
other matters. Perfectly adjusted bearings, 
properly lubricated surfaces, true wheels, 
correctly lined frames and forks and chain 
wheels, smooth running chains— these are 
the features he deems worthy of attainment. 
They ease his work and add to the pleasure 
of his trips awheel. More he does not de- 

Jt makes little difference to him that the 
mud accumulates on the machine, and even 
around the bearing parts. As long as it 
does not penetrate the latter or interfere 
with the smooth running of the chain he 
cares not a jot. He even comes to take a 
sort of pleasure in the incongruity between 
the appearance of the machine and its run- 
ning qualities. The former serves to bring- 
out in greater contrast the excellence of the 

There is, of course, much to blame in this 
method of caring for a. bicycle. Mud and 
rust do not add anything to the usefulness 
of a machine, to say nothing of its appear- 

ance, and the removal would complete the 
work begun by the close attention given the 
running parts. The transition from the care 
bestowed on the one to the entire neglect 
visited upon the other is entirely too sudden, 
and harmful as well. A little actention given 
to cleaning would be time well spent. 

But just as certainly — if there is to be neg- 
lect anywhere— is it better to pass by the 
exterior in favor of the vital parts. Unless 
the latter are in good shape, proper running, 
both for the present and in the future, is im- 
possible of attainment. By comparison with 
this the matter of appearance is a small 

Not Like Other Connections. 

One of the useful little things that was 
brought out last season, and that merits 
more attention than it has received, is the 
Star pump connection, shown by the accom- 
panying illustration. It is the product of 
the Park City Brass Company, Springfield, 
Mass., and differs materially in principle 


One Feature of the Motocycle that Calls for 
Personal Experience. 

from other connections, as it has a regular 
leather plunger inside the shell, the same as 
the pump itself, so that the greater the 
pressure the tighter the joint; in addition 
to the plunger, the stem contains a valve 
ring, made from mooseskin, which forms a 
second brake against the leakage of air. In 
action the pressure of the air expands the 
leather hard against the walls of the shell 
and also holds the leather valve ring hard 
against the shell head, so that the air, to 
effect a leakage, must first pass the leather 
plunger, and secondly the valve seat, which 
in practice it cannot do. 

In addition to the regular line of Star con- 
nections the manufacturers turn out a Star 
connection with a hardened steel screw end. 
This steel end connection is especially de- 
signed for shop pumps and free air stations, 
where many tires are inflated every day. It 
will be understood that when the tire valve 
thread has been injured by picking or other- 
wise and the hardened steel point con- 
nection is screwed into the tire valve the 
thread will be corrected without injury to 
the pump connection. This steel point con- 
nection should be of great service to dealers 
and repair men generally. One steel-pointed 
connection will be sent with each sample 
dozen order upon receipt of $1 20. 

Will Fit Any Hub. 

In their device the Wyoma Coaster Brake 
Company, of Reading. Penn., have a feature 
of which they make the most: It can be 
applied to any hub, thus obviating the 
necessity of building up extra rear wheels. 

Work for Two Hundred. 

Work on the new factory of the Wiscon- 
sin Wheel Works, at Racine, Wis., is so 
far completed that the announcement is 
made that it will start up on October 1. Two 
hundred men will be given employment. 

Persons inexperienced with gasolene mo- 
tors are frequently surprised to learn that 
they become very hot in use, and wonder 
what is the cause of it. Even with riders 
who have begun to consider themselves tol- 
erably proficient in the art of driving, they 
fail to comprehend what is going on in- 
side the motor, and, by reason of that igno- 
rance, are unable to apply a remedy when 
anything goes wrong. 

One source of the great increase of origi- 
nal temperature due to explosion of the 
gases, says a writer in "The Cycle Trader," 
is compression, and the higher the degree 
to which the compression is carried the 
greater the ultimate temperature at the mo- 
ment of commencement of expansion. 

In order to make a deduction from the 
above facts, and to arrive at the cause of 
the motor coming to a standstill from over- 
heating, we must trace what goes on dur- 
ing the cycle of operations when starting 
with all cold. 

The first outward stroke of the piston 
tends to form a vacuum behind the piston, 
which sucking action opens the inlet valve, 
and the cylinder is more or less fully charged 
with the explosive mixture; the compression 
stroke following gives rise to some degree 
of heat, the expansion stroke following gives 
off considerable heat to tne cylinder, and 
the exhaust stroke following that does not 
entirely expel the products of combustion, 
so^that as these operations are rapidly re- 
peated the cylinder quickly attains a high 

Then, as it is impossible in practice to 
utilize the whole of the heat of explosion 
in useful work in the shape of driving the 
piston, and the balance of heat remaining, 
and which will vary according to the de- 
gree of correctness of the engine design, will 
go to further increase the temperature, un- 
til a point is reached where the combustion 
chamber becomes so hot that the entering 
gases commence to expand immediately they 
pass the inlet valve. 

Consequently the back pressure due to 
this expansion prevents the passage of the 
full charge of gas, and the motor works 
with less energy because of the incomplete 
charge and the partial expansion of the 
charge before firing, these conditions being- 
aggravated if the motor is now pressed to 
its utmost limits, until eventually from this 
and other causes, in combination with de- 
fective lubrication, the engine is brought to 
a standstill. 

To avoid this consequence it is necessary 
to know the engine and machine thoroughly, 
and such knowledge can be obtained by ex- 
perience only. 



The Retail Record. 


Castleton, 111— E. Steer, sold out. 

Port Smilh. Ark.— C. .1. Murta, sold out. 

Anderson, Ind.— J. P. Carpenter, sold out. 

De Perre, Wis.— W. K. Hopkins, closing 

Phillipsburg, Kan— .1. M. Wood & Co.. sold 

Norwalk, (.).— W. H. Cleveland & Sou, sold 

Loekport, N. Y.— J. S. Woodward & Son, 
sold out 

Most Rutland, Vt— Harry H. Cuuimings, 

Caro, Mich.— Ray B. Parker, succeeds B. 
II. Smith. 

Buffalo, N. Y— H. C. Colton, succeeds Col- 
ton & Cook. 

Atchison, Kan.— L. Widmayer, succeeds 
L. Widmayer & Co. 

Winona, Wis.— L. L. Bartlett, succeeds 
Dantzler & Bartlett. 

Miami, Fla.— W. B. Aultman, purchased 
business of C. M. Greer. 

New Haven. Conn.— A. A. Rosenthal, suc- 
ceeds Merritt Cycle Company. 

Springfield. Mass.— Purseglove & Duffy, 
purchased business of H. C. Barnes. 

Wilmington. Vt— L. P. Copeland, pur- 
chased business of "The Wilmington Times." 

Austin. Minn.— Austin Cycle and Novelty 
Company, purchased business of J. W. Phil- 

Owego, N. V.— Cole & Gaskill.No. 88 North 
avenue, have bought out B. It. Blinn, No. 70 
North avenue. 


Willow Lake, S. D— C. E. Thomas. 

Claverack, N. Y.— Walter Beardsley, re- 

Los Angeles. Cal.— G. J. Parker, Belmont 
and Temple streets. 

Richmond, Ind.— Moore & Brown, No. 1,022 
Main street, repairing;. 


Bristol, Conn.— E. J. Schalk. closed by 

Tyrone, Peun.— Farren Zerbe, involuntary 
bankruptcy petition filed. 

Lebanon. N. H.— Longver & Courtemarch, 
offering to compromise with creditors. 

New Britain. Conn.— Doherty & Lavoy, 
closed on two attachments for $100 each, in 
favor of W. \Y. Hanna and J. Mulcondry, of 


Webb City. Mo.— George F. Haskins, realty 
mortgage $335. 

Mullias, S. C— J. L. Floyd, real estate 
mortgage for $300. 

Ellsworth, Me.— Ellsworth Bicycle Com- 
pany, chattel mortgage for $250. 

St. Joseph, Mich.— Augustus M. Herring, 
chattel mortgages (two) for $991. 

Jacksonville, Fla.— Florida Cycle Company 
(not incorporated), suit for $1,100. 

BuffaJo, N. Y— James McCrea, No. 1,598 

Bailey avenue, loss small. 

Springfield, Mo. — Krafft & Garnett. 

Allen town, Peun.— W. R. Laffer. 

The Week's Patents. 

No. 658,119— Bicycle brake. William H. 
Parsons, Great Western Mine, Cal. Filed 
June 25, 1900. Serial No. 21,476 (no model). 

No. 658,269— Back pedaling brake. Walter 
J. Lloyd, Birmingham, England. Filed Sep- 
tember 25, 1899. Serial No. 731,595 (no 

No. 658,028— Bicycle support. Philip A. 
Shanklin, Sandoval, 111., assignor of one-half 
to Stephen A. Ingersoll, same place. Filed 
January 15, 1900. Serial No. 1,500 (no 



(The Original) 





324 Dearborn Street CHICAGO 



I 50 Nassau St., New York City, U. S. A. 

Guaranteed. Price $2.00. 


^\C n Am & j rid , geport, / M'a / ss.^> 

****** * ^miu^mUUtillli H^fc 



Immediate Delivery. 







Produce the finest artificial liglit in the world. 


\ 20th Century Revolution in the Art of Lighting. 

They darkness into daylight turn, 
And air instead of money bum. 

No Smoke. No Odor. No Noise. Absolutely Safe. 
They are portable. Hang them anywhere. 


The BEST and only successful 

Incandescent Vapor Gas Lamps 

made. They sell at sight. Nothing like them. 


Agents wanted everywhere. 

^, - Writefor catalogue and'prices. 



j!t: ^:: ..,S; ; ^:.i 




..V •;;.*. 

„ .* • 6 .— -. 

.•.-.- ». •. ,.•:» — ••>, 



In which is incorporated "THE WHEEL" (New York) and the "AMERICAN CYCLIST" (Hartford) 

Vol. XL II. 
No. 1. 

New York, N. Y., U. S. A., Thursday, October 4, 1900. 

$2.00 a Year. 
10 Cents a Cory. 


Good Agents Wanted 







A Territory is Now Being Allotted. 



FOR 1901 








Boston, Iver Johnson Sporting Goods Co., 165 Washington Street. .1. 
Worcester, Iver Johnson Sporting Goods Co., 364 Main Straet. \f/ 

Iver Johnson 

Send for Agency Application Blank. 



New York, 99 Chambers Street. 



Can be adjusted to 45 different positions 
without changing distance between grips. 

Can be used with or without forward ex- 

With all different adjustments grips are al- 
ways parallel. 

Expander is absolute and will release. Best 
material, construction and finish. Be sure and 
catalogue it. 

Prices and electros upon application. 


The Goodman Co.'s 
Automobile Publication 

Motor Wlovlb 

You are 




Cannot Fail 

Interest You. 


$2.00 PER YEAR 





123-125 Tribune Building, 



♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ ♦♦♦ 


t Oilers, Repair Tools, 

J Valves, Name=plates, eu, 



I Spelter Solder j 

Sheet Brass, 
Brass Wire and Rods. 



Factories: Waterbury, Conn 
Depots: 210 Lake St., Chicago. 

423 Broome St., New York. 

♦ Depots: 210 Lake St., Chicago. ♦ 

♦ 42^ Broome St., New York. ♦ 

♦♦♦ ♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ 


Bicycles, Vehicles and Launches 



<^- ALSO -T> 

Complete Sets of Castings and Working Drawings 


Box 292 LOWELL, MASS. 


in High Grade Bicycles 
will need 

Cushion Frame 

IN 1901. 

Ask Your Manufacturer for them. 

HYGIENIC WHEEL CO., 220 Broadway, N. Y. 

Owners of Cushion Frame Patents. 

$4 — Ganfield Coaster Brake 

Greatest improvement 
since the pneumatic tire. 
Insures safe coasting. 
Saves labor. Screws on 
the hub in place of the 
regular sprocket. It is 
the simplest, neatest, 
strongest and most effici- 
ent. Best inside; best 
outside. — Fits any hub. 
Anyone can apply it. 
Booklet free. Address 


Corning, N. Y., U. S. A. 


wheels must have the 
best equipments. 

There is nothing that gives more value for 
the money than the use of the 



The only chain having Frictionless 
Rocker Joints. Insist on having the 
Morse Twin Roller. Fits regular 


Send for Catalogue and 
Trade Price to 

Morse Chain Co., Trumansburg:, N. y. 


Made The 


And NOW we are out with a NEW 

CLES, in lots of 500 sets or more. 

Heretofore the ideal action of our 

perfect gears has not been fully RE= 
ALIZED because the PARTS upon 
which the gears were mounted were 



PERFECT ACTION of our gears in our 


made complete, all ready to braze to 
the upright tubing of the frame. 

These FITTINGS will make a 
" Chainless " incomparably superior 
to anything yet produced. 

Correspondence of Bicycle Manu= 
facturers solicited. 

LELAND & FAULCONER MFG. CO., De troit, Mich. 

Sheet Steel Bicycle Parts. 

All Kinds of Metal 



No wheel is complete without 
- -, one of our Gasolene Motors. Be 
j up to date. 

Build a 


Prices and particulars upon ap- 

; Fleming Manufacturing Co. 

90-92 Pearl Street 

c OAST> 

***» urn io ,s ^ 

The Melvin 
and Brake. 

Thoroughly re- 
liable, having been 
tested for two sea- 

B^" Write for 
catalogue and 

F. M. SMITH & BR0„ - St. Paul, Minn. 

Our fee returned if we 
fail. Particulars and 
our book " How to Se- 
cure a Patent" sent free. 
Patents secured through 
us are advertised for sals 
at our expense. Send 
1 sketch and description 
of your invention and 
we will tell you free 
whether or not" it is pat- 


Registered Attorneys, 
906 F Street, Northwest, 
Many have made fortunes from simple inventions. 



This is the only fluid that can be legally used in pneumatic 
tires. Suits now pending. 

Buffalo, N. Y. 



Patented October io, 1899. 


Milwaukee, Wis. 

Enameling and Nickeling Co. 

and VULCANIZING tor the trade. 

Carriage Tires 

Our Specialty. 



TF YOU " ~ ~ 




You all know its 
quality; not all of 
you know the 1901 

If a word to the 
wise is sufficient 
we should hear 
from you by re= 
turn mail. 


& wwwwwwwww®®®wwgwi&&&8i&8wi& 


THE H. A. MATTHEWS MFG. CO., Seymour, Conn., U. S. A. 



Stove Trimmings, Specialties in Steel, Brass, Etc. 

And this is what their Patrons say of the Goods : 

^V. ID. jveki»je>Iv:b^s.oh CO. 

Manxif eiLCstxa-rears of the 

im::e»:rov.e5:d SHOI^E/S orYiM^'wieiTEM*. 

Kenosha, "Wis., U.S. A. Sept. 10, 1900. 
The H. A. Matthews Mfg. Co., Seymour, Conn. 
Gentlemen : — 

Replying to yours of late date regarding my experience with the goods purchased of you during the time I 
manufactured bicycles, and referring particularly to Head Sets, Hanger Cups, Hub Cups, Retainers, Dust Caps, etc., would say 
that I used these goods in large quantities and always found them satisfactory ; in fact, far superior to any I could get elsewhere. 
They were of accurate dimensions and perfectly hardened, giving us no trouble in assembling and enabling us to produce more 
goods in proportion to labor employed than anyone else in the trade, and I doubt if I could find their equal in these particulars. 
I wish also to say that you were very prompt in shipment and when goods were promised they came as promised. 

If in xhe future I need anything in pressed steel work I shall certainly give your goods preference to any others. 

Yours truly, 


FEB 9 1901 

The Bicycling World 


In which is incorporated " The Wheel and Cycling Trade Review " and the " American Cyclist." 

Volume XLII. 

New York, U. S. A., October 4, 1900. 

No. 1. 


The Three Engage In a Deal Taking Over 
the Wolff=American Rights. 

Henceforth Syracuse will be the home of 
the Wolff-American bicycle. 

The deal looking to its transfer from 
New- York, the negotiations for which were 
reported exclusively in the BICYCLING 
WORLD several weeks since, was consum- 
mated last week, the rights and stock of 
R. H. Wolff & Co.'s bicycle business being 
purchased by the recently organized Bretz 
Cycle Manufacturing Company, of Syracuse. 
Its chief stockholders are J. S. Bretz, for- 
merly with the Barnes Cycle Company and 
previously the manager of Wolff & Co.'s 
cycle department; H. E. Maslin, of E. C. 
Stearns & Co., and W. A. Doubleday. Mr. 
Bretz will be the active man of the new 
concern bearing his name. 

As will be recalled, R. H. Wolff & Co., who 
were large producers of steel and wire, were 
recently bought up by the American Steel 
and Wire Company. Bicycle manufacture 
was but an outgrowth of the business, and 
the deal just effected was therefore made 

Contemporaneous with the transaction the 
Stearns Bicycle Agency of Syracuse, which 
recently increased its capital from $6,000 to 
$100,000, entered into an arrangement where- 
by they contract to market the entire prod- 
uct of the Bretz factory. 

In a letter to the Wolff-American agents 
advising them of the new order of things, 
Mr. Bretz, after promising a high standard 
of bicycle construction, explains the selling- 
arrangement in this wise: 

"We have made arrangements with the 
Stearns Bicycle Agency, of Syracuse, N. Y., 
to market our entire product of Wolff-Amer- 
ican bicycles. They will act in a selling ca- 
pacity only, as an intermediatary between 
the dealer and the factory. Owing to the 
close proximity in the location of the office 
of the Stearns Bicycle Agency with that of 
tins company the writer will be able to give 
at least part of his time to the supervision 
of the Wolff-American agents' requirements. 

"All correspondence relative to Wolff- 
American business, whether ordering bi- 
cycles, parts, repairs or pertaining to 1901 

agency matters, should be addressed to the 
Stearns Bicycle Agency, Syracuse, N. Y., 
who would be pleased to give such matters 
their immediate attention. We bespeak for 
the Stearns Bicycle Agency your most cor- 
dial co-operation and support. Their organ- 
ization is exceptionally well equipped to con- 
duct the selling of our factory product in 
a most efficient manner, and by this ar- 
rangement enable us to confine our atten- 
tion solely to the manufacture of > , olff- 
American bicycles and the prompt execu- 
tion of orders." 

On its part the Stearns Bicycle Agency, 
whose letterhead reads "Distributors of Bi- 
cycles," have issued a letter of the same 
tenor, which also adds that "our offices are 
within easy access of the offices of the 
Bretz Manufacturing Company, which will 
enable lis to operate to the best advantage 
in handling all matters with promptness." 

Before the negotiations were completed 
the Bretz Company, through the Stearns 
Bicycle Agency, was arranging for material 
and supplies, so that the ink on the Wolff- 
American contract was hardly dry before 
preparations for manufacture were under 
way. The new models will soon be ready 
for the trade, and retailers and the trade 
generally will be uncommonly well ac- 
quainted with both the Bretz Company and 
the Stearns Agency within a twelvemonth. 


What Is Likely To Occur At the Meeting- 
Financial Report Shows a Profit. 

Linscott Loses His Fight. 

Despite a hard fight to prevent it, the Bos- 
ton Cycle Company, of which the well known 
J. M. Linscott was manager, was petitioned 
into bankruptcy on Friday last. The peti- 
tioning creditors were the Excelsior Needle 
Company, of Torrington, Conn., with a claim 
of $563 65; the Veeder Manufacturing Com- 
pany, Hartford, Conn., with one for $177 98, 
and the G. W. Cole Company of New York, 
$212 96. 

The company went into the hands of an 
assignee in July, since which time business 
has been conducted as if nothing had hap- 
pened, the assignee, it is alleged, having 
not even submitted a stock report. 

Linscott was a great cutter of prices, and 
was not much loved by the rest of the New 
England jobbers. His hard fight to defeat 
the bankruptcy petition was attributed to a 
variety of causes, few of them of a pleasant 

Interest in the annual meeting of the 
American Bicycle Company, which is fixed 
for the 9th inst, is keen and wiuespread. 

The opinion that "something will happen" 
is general, while the idea that the financial 
report will be uncommonly interesting is as 
deep rooted. 

That "something will happen" there is 
every reason to believe, but it will not be 
of tfie radical nature that many seem to ex- 

THE BICYCLING. WORLD has reliable 
authority for the statement that the most 
extreme occurrence will be a shakeup of offi- 

On present information it is fairly certain 
that two titled officers will retire or be re- 
tired. One of the vice-presidents will suc- 
ceed to one of these vacancies; who will 
succeed to this vice-presidency is as yet an 
open question; either the other vice-presi- 
dents will be shifted about or a certain di- 
rector, J. A. Carter, will step into the place. 
Mr. Carter, at any rate, is slated for a titled 
position, and everything indicates that a 
vice-presidency is the berth. 

The American Bicycle Company's finan- 
cial report has been already compiled, and 
may be given out before the date of the 
meeting. THE BICYCLING WORLD is able 
to state that the figures show that the cor- 
poration has made money; just how much 
is known only to the insiders, but, at any 
rate, it is certain that the report develops a 

Veteran is Out. 

Orders have been given by the American 
Bicycle Company to close the store at No. 
2,332 Madison avenue, Baltimore, Md., now 
managed by N. Tip Slee. The veteran Balti- 
more dealer is uncertain as to his next 
move, but it is stated that he is not unlikely 
to form a partnership with F. B. Eisen- 
brandt, also a well known figure in Balti- 
more's cycle trade. 



Two Well-known New England Jobbers 
Join Forces and Form a New Concern. 

Boston, which in the mater of cycle stores 
and depots has felt the trade contraction 
as badly as any large city in the country, has 
one establishment less than it had last week. 

This time, however, it is not a failure, a 
removal or a closing, but a consolidation, 
and one that will cause no little surprise, 
the parties to the deal being no less than 
George F. Kehew .fc Co. and the Elastic Tip 
Company, probably the best known jobbing 
houses in all New England. 

Under the arrangement both Arms lose 
their identity and are merged into and be- 
come the United Supply Company; its head- 
quarters will be continued at the Kehew ad- 
dress. No. 55 Hanover street. Business un- 
der the new name commenced on the 1st 

In the past the two concerns have con- 
trolled the New England territory on many 
of the cycle trade's best known and most 
desirable accounts. These will be added to 
and with a larger force a more aggressive 
policy than ever is promised. 

Coincident with the announcement of the 
amalgamation came the news that A. G. 
Clark had previously retired from Kehew 
& Co., leaving George F. Kehew aud J. C. 
Pattisou the members of the firm. 

Claimed To Be Solvent. 

Not altogether unexpected was the assign- 
ment of the Outing Manufacturing Company, 
of Indianapolis. Ind., which took place last 
week. It has been an open secret for some 
time that the affairs of the concern were not 
exactly rose colored, the season's trade hav- 
ing been anything but good. 

W. C. P. Parker was named as trustee 
and gave a bond of $16,000. No inventory 
has yet been taken, but the liabilities are 
placed at $6,000 and assets at $8,000. The 
concern is not insolvent, but a large stock of 
bicycle sundries is on hand, and the assign- 
ment was made before it was driven into 
bankruptcy by creditors. 

The Outing company was the successor of 
the Hay & Willits Cycle Company, which 
fii in made the Outing bicycles. They were 
caught in the slump about a couple of years 
ago and forced into bankruptcy. George 
Evans, an Indianapolis Councilman and busi- 
ness man, bought the plant and undertook 
to carry on the business, but the venture was 
at no time very hopeful. 

Frederick I. Johnson, of the Iver Johnson 
Arms and Cycle "Works; H. P. Snyder, of 
the H. P. Snyder Manufacturing Company; 
A. B. Curtis, of the Reed & Curtis Machine 
Screw Co., and J. S. Bretz, of the new Bretz 
Cycle Manufacturing Company, were among 
trade visitors in New York during the past 

HcLean Assigns and Quits. 

The Durant McLean Company, No. 299 
Broadway, who during the last two or three 
years have been quite prominent in the New 
York trade, assigned on Friday last to John 
I. Cole. The deed is signed by Durant Mc- 
Lean, president, and Ward McLean, secre- 
tary and treasurer. No figures are obtain- 

Durant McLean started the business in 
November, 1895, and incorporated it in De- 
cember, 1899, with a capital stock of $20,000. 
The company had a branch store in Bedford 
avenue, Brooklyn. They handled a num- 
ber of different makes of bicycles, but dur- 
ing the last summer, when the trust was 
unloading its old stock at queer figures, Mc- 
Lean seemed to be devoting himself largely 
to those goods. 

When seen by a BICYCLLNG WORLD 
man he was reluctant to talk of his trouble, 
but it gradually came out that he laid it at 
the door of the American Bicycle Company. 
Asked if poor business had caused his as- 
signment, Mr. McLean replied in the nega- 

"The business was all right," he said; "it 
was the conditions we had to confront." 

It was then drawn from him that the 
American Bicycle Company had refused to 
continue the instalment arrangements that 
he had always had with the individual con- 
cerns, and as the instalment trade was the 
most profitable part of his business embar- 
rassment resulted. 

McLean declared himself out of the bicycle 
business. He also handled typewriters, and 
will continue to do so on his own account 
and at another address, No. 310 Broadway. 


Two WelUknown Lamps Will Hereafter 
Shine From the Same Light-House. 

Jury Failed To Agree. 

Another of the suits brought by the Chain- 
less Cycle Company, of Rochester, N. Y., 
against insurance companies to recover in- 
surance claimed to be due on account of the 
loss in the burning of its factory in August, 
1899, came up for trial at Rochester last 
week in the Trial Term of the Supreme 

This time the case was against the Trad- 
ers' Insurance Company, of Chicago, and the 
amount claimed to be due was $1,105. The 
defence was based on the fact that the loss 
was adjusted by one member of a commis- 
sion appointed for the purpose, instead of 
by all three of the commissioners. After 
being out all night and failing to reach a 
verdict the jury was discharged by Judge 

Jobber Johnson Sold Out. 

The George R. Johnson Company, once 
prominent in the metropolitan jobbing trade, 
was sold out at auction on Tuesday of this 
week. The sale attracted a good crowd to 
the Johnson quarters, at Nos. 105 and 107 
Chambers street, New York, but the bidding 
was not very spirited, and the goods went 
for a song. Eighty dozen pairs of trouser 
guards, for instance, were knocked down at 
three cents per dozen pairs; the rest of the 
stock brought proportionate prices— prices 
that the auctioneer himself described as 

Unexpected happenings are occurring so 
regularly in the cycle trade that it is no 
longer exactly proper to term any of them 
a surprise. 

One such happening that will prove as 
much a surprise as any occurred this week— 
the 20th Century (Lamp) Manufacturing 
Company absorbed the Electro Lamp Com- 
pany, both, as is well known, being New 
York institutions. 

No inkling of the negotiations had been 
permitted to escape, and a deal of the sort 
was about the last thing that was to have 
been expected, the Electro Lamp Company 
being but an offshoot of the powerful Car- 
bide Trust. 

The terms of the transaction are natu- 
rally not public property. The 20th Century 
company will, however, continue to market 
the Electro lamp in conjunction with the 
well-known article bearing its own name. F. 
E. Castle, representing the company, left 
this week for the Pacific Coast, carrying 
samples of both lamps. 

The Bundy Lamp Goes Out. 

On Tuesday of this week the Frank E. 
Bundy Lamp Company, of Elmira, N. Y., 
filed a certificate of dissolution with the 
Secretary of State. John B. Stanchfield, the 
Democratic nominee for Governor, was pres- 
ident of the corporation and a holder of 
forty-five shares of stock. The other stock- 
holders were Harriet W. Bundy, forty-five 
shares, and J. W. Bowman, ten shares. 

Frank E. Bundy, who was once the head 
of the company, recently got into unpleasant 
trouble that tarnished his name and dimmed 
its value so greatly that the dissolution will 
cause little surprise. 

About the Tapered Frame. 

In their advertisement in this issue, the 
Wilmot & Hobbs Mfg. Co. illustrates for 
the first time its tapered frame, of which 
announcement was male several weeks since. 

The picture will go far to satisfy the 
curiosity and interest which the announce- 
ments aroused. As a departure from the 
conventional and one advanced as the really 
scientific method of frame construction, it 
must command attention everywhere. 

The fact that it requires few special fit- 
tings is a point in its favor, and that Wilmot 
& Hobbs are ready to grant shop right 
licenses for the manufacture of the frame 
brings it within reach of all. 

Bill Goes to Buffalo. 

L. H. Bill, long with H. A. Lozier & Co.. 
has engaged with the E. R. Thomas Motor 
Co., Buffalo. Bill was so long anil intimately 
identified with the Lozier interests that his 
change will come in the nature of a surprise 
to many. 



His Manager Talks of Its Achievements and 
" Plumps " Strong For Motor Bicycles. 

No small part of the wonderful success 
achieved by the bicycle department of John 
Wanamaker is due to the foresight of its 
manager, Mr. J. T. Doll, and his ability to 
make a practical use of that foresight. 

The mercantile side of the bicycle was the 
only one that had any interest for Mr. Doll. 
How many he could sell and how much 
profit they would net his house— these were 
the questions that he asked. By reason of 
his being a close buyer, with a special predi- 
lection for lots- bought and sold under the 
ruling prices, he was naturally brought into 
an attitude of opposition to the bulk of the 
trade. They pulled one way, he the other. 
Yet the ability of his house to absorb enor- 
mous quantities of bicycles necessarily made 
it a factor that no one could afford to over- 

The two Wanamaker establishments— at 
Philadelphia and New York— are credited 
with having disposed of close to twenty thou- 
sand bicycles at retail in good years. Even 
now, when the tide has receded considerably, 
some idea of the volume of business trans- 
acted may be gathered from the remark 
made by Mr. Doll to a BICYCLING WORLD 
man last week that between twelve thou- 
sand and fourteen thousand machines had 
been sold this season. 

"Even now, although the season is nearly 
over, we regard it as a very poor day in- 
deed when we do not sell twenty machines 
at this (the New York) store alone," said 
Mr. Doll. "On many days we largely ex- 
ceed this number. Of course, it is the cheap 
machines that are most in demand, such as 
are plainly worth more than is asked for 

"For instance, here is a lot of Eclipse bi- 
cycles that are going at $15 50. They cost 
more to manufacture than that, as any one 
can see, and they sell very readily. We 
bought a lot of them at a low figure because 
the makers wished to clear them out; and 
we sell them at a slight advance, and the 
public reaps the benefit. 

"How about the better grades'.' Well, we 
are selling a few of them, such as Orients, 
but not a great many. Riders of this class 
seem to stick to their old machines. They 
give them good service yet, and there is no 
particular reason that they can see why they 
should change." 

The conversation was then changed to 
motor vehicles. Upon this subject Mr. Doll 
waxed enthusiastic, and showed himself to 
be possessed of decided views. He had evi- 
dently given the subject much thought and 
arrived at certain well defined conclusions 
which he was not slow to put in words. 

"Automobiles are going fairly well," he 
said. "In fact, quite as well as could be 
expected. But the makers have got to give 

buyers what they want before their goods 
will meet with large sales. The great field 
is for a light vehicle at a moderate price- 
say, one carrying two persons, seated side 
by side, and retailing for about $500. That 
is what we are lo&king for, and I may say 
that its coming is not likely to be very long 

"But it is the motor bicycle that is going 
to have the largest sale. Tricycles and quad- 
ricycles? No, they will never be a success. 
They are neither one thing nor another. 
People who want cycles will go straight to 
bicycles, while those who want carriages 
will buy them. 

"The motor tricycle is a French product 
and it is beginning to peter out even there. 
I imported some of them five or six years 
ago, but they never amounted to anything. 
Makers in this country started where the 
Frenchmen left off, whereas they should 
have struck out on new lines— just as they 
are doing now with the motor bicycle. That 
is where the business is to be done. 

"All we want is to be supplied with them; 
we will take care of the selling part. There 
will be a big demand for them right from 
the start, and it will come from the class of 
riders that paid $150 for their bicycles some 
years ago. The motor bicycle is just exactly 
what they want, and as soon as it is placed 
on the market they will begin to buy it. 
The makers need not worry about disposing 
of their product. That will take care of 

"How about price? Well, I look at it just 
this way: If the makers were prepared to 
turn out enormous quantities — enough to 
supply any possible demand — there would be 
nothing to do but to come down at once to 
the rock bottom figures. But this is not the 
case, and will not be for some time to come. 
It is therefore perfectly justifiable to ad- 
vance the price a little, especially as it is 
certain to drop soon enough." 

In conclusion Mr. Doll made it plain that 
he had gone very carefully into the subject 
of motor vehicles, and had the greatest con- 
fidence in the future of the business. He 
said that the Wanamaker stores had been 
a power in the retail bicycle trade, and it 
was the intention to occupy an equally 
strong position when it came to selling 
motor-driven vehicles. 


Good Ones They Are, too— How Boston's 
Jobbers Work For the Common weal. 

Freed From the Charge. 

In consequence of an attempt made last 
week to set fire to the store of David S. 
Ely, of Madison, N. J., a committee has been 
appointed to investigate the charges of in- 
cendiarism that were rife. The owner, Ely, 
was examined and completely exonerated. 

Goes To Worcester. 

So successful has A. L. Adams, of Wil- 
sonville, Conn., been with his business in 
cements and lubricants that he has decided 
to remove to Worcester, Mass., where he 
will have better facilities for manufacturing 
and disposing of his product. 

It is expected that the Boston jobbing 
trade will to-night complete an organiza- 
tion that has been in the wind for several 
weeks. Practically all of the reputable job- 
bers in the city have been enlisted in the 

The object of the organization will be 
mutual protection, exchange of credit infor- 
mation, interchange of stocks and the gen- 
eral betterment of the business. 

George F. Kehew, of the United Supply 
Company, who is one of the prime movers 
in the affair, was in New York last week. 
Boston, he says, has suffered from some of 
the most unnecessary and most unprincipled 
price cutting that has existed in the trade, 
and while the chief offender is now paying 
the penalty Mr. Kehew believes organization 
will assist in reventing a repetition of such 

Despite this state of affairs, Mr. Kehew 
reports that the house of George F. Kehew & 
Co., which has just been merged into the 
Uuited Supply Company, has had a highly 
satisfactory season; he expects to do as 
well or better another year, automobile fit- 
tings being a department that is rapidly ex- 
tending itself. Among other things, and 
without particular effort. Mr. Kehew states 
that his firm sold more than one hundred 
running gears at $150 each during the last 

In talking of price cutting and the job- 
bers' association that is organizing in Bos- 
ton Mr. Kehew showed his splendid grasp 
of the situation. 

"Price cutting," he said, "does not sell 
more goods or stimulate trade; that is a too 
common idea, and a mistaken one. A neigh- 
borhood will absorb a certain amount of 
goods, no more; if prices are cut it does not 
swell the volume of sales; it merely sells 
more goods for the price cutter, and this is 
at the expense of the other dealers; it simply 
holds up their sales; the industiy itself does 
not profit a particle. 

"In Boston most of the jobbers have been 
on friendly terms with each other and have 
realized the force of these facts. As a re- 
sult, and without organization, we have 
helped each other at every opportunity. If 
we were overstocked on a particular article, 
instead of cutting prices to move it, we 
called on the other jobbers, and if they could 
use any of the goods we sold them at cost. 
If we were short of an article we went to 
them and they sold us at cost. We all, or 
nearly all of us, worked on these lines, and 
the result has been highly satisfactory. We 
have kept stocks down auel maintained 
prices, and the volume of business has been 
no less than if we had not worked together." 



*^* *^Si 

f*.. £ ?=i 




This is the Orient Autogo, the fastest American built motor vehicle on God's green 
green earth — proven to be by Albert Champion, who established the world's 50-mile 
record of J h., 15 m., 57 3-5 s., and the world's hour record of 40 miles, 132 yds., at the 
Chicago track, against the most powerful kind of competition, without an adverse 
happening of any kind. 

It is good to represent the Orient Leader because it holds the championship of this 
wide world as a bicycle achievement 

It is not equally desirable to have on hand an Orient Autogo which holds the- same 
position in the automobile arena ? 

Its purchase marks you as the only authorized agent in your town for the entire line 
of Orient Motor Vehicles. Write for terms. 










The Three R's 

are no longer ' Reading '' Riting ' and ' Rithmetic ;" any- 
one who has ever ridden a cheap tire knows they stand for 

Repair — Replace and Repent. 

A cheap tire is ever a thorn in the side of its rider, and 
causes perspiration and profanity as long as it lasts. 

■ Better. pay a little more and have FISK TIRES — light, 

resilient and always satisfactory. 
Nothing but high grade. 

FISK RUBBER COHPANY, Chicopee Falls, Hass. 








In which is Incorporated 
" The Wheel " and the " American Cyclist." 

Published Every Thursday 



123=125 Tribune Building. 

( 1 54 Nassau Street ) 


Subscription, Per Annum [Postage Paid] $2.00 
Single Copies [Postage Paid] . . - 10 Cents 
Foreign Subscription $3.00 

Invariably in Advance. 

Postage stamps will be accepted in payment for subscriptions, 
but not for advertisements. Checks. Drafts and Money Orders 
hould be made payable to The Goodman Company. 

Entered as second-class matter at the New York, N. Y., 
Post Office, September, 1900. 

General Agents : The American News Co., New York City 
and its branches. 

SE^* Change of advertisements is not guaranteed unless copy 
therefor is in hand on SATURDAY preceding the date of 

^W Members of the trade are invited and are at all times 
welcome to make our office their headquarters while in New 
York ; our facilities and information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. 0. Box 2349. 

New York, October 4, 1900. 

To Assist the Active Agent. 

Ask the average dealer of the better clast 
what has hurt him most, and it will be 
found that he ranks as one of the main 
causes the appointing of a half dozen agents 
in a territory sufficient only for the support 
of one. 

That he has cause for complaint in this 
regard few will dispute. 

It is a matter, too, that well deserves the 
most serious thought the manufacturer can 
give it. 

If bicycles are not to become mere side 
lines of other businesses, if the exclusive or 
semi-exclusive cycle dealer is to exist and 
devote himself to the business as he should 
and as its best interests require, the manu- 
facturer must make it worth while for him 
to do* so. 

We are strongly of opinion that the manu- 
facturer who selects his most active and re- 
sponsible agents and gives them "territory" 
in which to work will make a happy stroke 
and be the gainer in the long run. 

Of course, we realize that this policy al- 
ready obtains to a certain degree. We know 
that certain large agents control one or more 
States or counties, as the case may be, and 
it is this policy carried out in greater detail 
that we urge as worthy of attention at this 

Generally speaking, an agent in every city, 
tcwn and crossroads village has been the 
rule, no matter if they were separated only 
by a stream or by a stretch of two, three or 
four miles. 

In the present state of trade the cycle 
dealer, as such, can no longer endure this 
sort of thing. He requires more breathing 
space, more elbow room, if he would live 
and move about. 

If the manufacturer on his part will agree 
not to appoint agents within a given radius, 
one wider than has heretofore obtained, the 
chance of the dealers making a livelihood 
and an incentive for him to attain best re- 
sults, i. e., more sales, is afforded. 

Give the nearby towns and crossroads vil- 
lages to the live dealer if he is on your list; 
if he elects to appoint sub-agents give him 
authority to do so While he retains the re- 
sponsibility; refuse to deal with the butter- 
fly dealer who opens in the spring only to 
close in the fall; let the established all-the- 
year-round agent have his territory or let 
him appoint the summer "butterfly" and 
share the profits. He is always close at 
hand, and if "his man" is not making sales 
he is in position to quickly learn the cause 
and apply the remedy. 

Of course, there are objections to this plan. 
It will be urged that if one maker refuses 
to appoint "butterflies" and agents in the 
smaller places another maker will do so. 

The argument is reasonable, and the pol- 
icy we offer for consideration can only be 
undertaken by one who has ample back- 
bone, but it seems to us a plan calculated to 
achieve the best ultimate result; it will pay 
best in the end. It will not only afford the 
needed elbow room, but will incline the 
dealer so favored to devote himself mainly 
to the sale of one line and to the mainten- 
ance of its price. In fact, the policy we sug- 
gest makes it an object for him to do this. 

Something of the sort certainly deserves 
thought and attention wherever there exists 
a desire that the cycle dealer, as such, shall 
continue to exist. . 

There is need for liberality of this nature 
and for the protection that a really ironclad 
contract in the matter of prices affords. 

Prompted by self-preservation, it does not 

seem that the agent who values his skin 
will longer juggle with prices. To live he 
must be intent upon obtaining the full figure, 
and if his sphere is enlarged, or rather not 
encroached upon, the likelihood of his doing 
himself and his goods proud is very con- 
siderably increased. 

Wish is Father to the Thought. 

There are some people who never learn 
anything by experience, no matter how pain- 
ful it may be. 

For example, there is a feeling in Eng- 
lish press circles that prices next year will 
be advanced. The $50 machines are falling 
into disfavor, it is said, and the public is 
crying for higher prices. It is willing to 
pay an extra $10 or $20, and thereby get 
something better than the "popular" ma- 

No facts of any moment are advanced to 
support this theory. In fact, the principal 
argument brought is that present prices are 
unremunerative, that no one is making any 
money, while many are losing it, and that 
an advance in prices is the only alternative 
to general bankruptcy. 

It requires no very great perspicacity to 
see that the bulk of purchasers, even in 
England, will never again pay $60 and $70 
for ordinary chain-driven bicycles; and these 
plainly hall-marked as second grade. There 
are a few who will pay more, but in nine 
cases out of ten they will add still more to 
the price and get the first grades. 

It is not contended that the $50 machines 
which are to be relegated to the rear are 
not sound, serviceable ones; nor that they 
have proved to be unpopular — the fact being, 
on the contrary, that they have pushed other 
models aside. It is simply that they do not, 
and cannot, under present methods of manu- 
facture and sale, be made to yield a profit. 

It would not be easy to find a more ab- 
surd argument. It would be weak enough 
if it were impossible to reduce costs; for 
buyers do not interest themselves in such 
matters. But when it is notorious that man- 
ufacturers in other countries have solved 
the problem there is left not a vestige of 
force to the argument. 

Rubicon Has Been Passed. 

It is extremely probable that the future 
student of automobilism will come to the 
conclusion that in some not easily under- 
standable manner the subject was attacked 
in the wrong way— backward, as it were. 

All types of motor vehicles received their 



fair snare of attention before motor bicycles. 
The latter were pushed in the background 
and kept there while experiments of every 
kind were tried with three and four wheel- 
ers. Last of all, and almost on the principle 
of "try it on the dog," the bicycle was 
turned to. 

For quite a while, however, there was a 
disposition to move very cautiously in the 
matter. Grave doubts were entertained not 
only as to whether the motor bicycle was a 
practical vehicle, but also whether there 
would be any real demand for it if it were. 
Until a line could be obtained on the latter 
point there was no great rush to get down, 
to work. 

Even at the present time the motor bicycle 
is almost entirely "in the air." A number 
of them have made their appearance, and 
some have worked fairly well. But they 
were experimental machines, and no real 
work could be started until it was known 
whether they were satisfactory or not. 

At the present time this work is being 
prosecuted on such of them as are held to 
have given satisfactory results. They will in 
due time make their appearance on the mar- 
ket, there to meet a much more favorable 
reception than a few months ago would 
have been considered possible. 

For there is little ground for taking a 
doubtful view of the matter now. The ap- 
pearance of the experimental machines, the 
discussions that followed in their train, the 
confident predictions made of their future, 
all have borne fruit. There is no longer any 
doubt of there being a demand for such 
machines. Rather is it a question of 
whether that demand will be taken care of 
and how much it will grow. 

Among dealers and others who have the 
selling to do a great change has taken place. 
It is no longer "make your motor bicycle 
and we will see what can be done about 
selling it"; but, rather, "turn them out and 
we will attend to the selling end." 

In short, the trade and the public have 
had a touch of the fever. The idea of the 
motor bicycle has taken hold of and fasci- 
nated them, and all they can say is, "Give 
it to us and we will make good use of it." 

Nor is there any such disposition to haggle 
about price or to demand perfection as would 
have been looked for only a few months ago. 
'the best that can be given is all that is 
asked or expected, and anything in reason 
will go. 

It is apparent to any one that any maker 
who has a decent motor bicycle to sell next 
season will find plenty of customers. He is 

very much more likely to be overrun with 
offers than to be shy of them, and if he is not 
getting ready now he is losing precious time. 
It is no longer reflection or discussion that 
is called for. The time for action is at hand. 

Made Haste Quickly. 

It was only a short time ago that the fear 
was expressed that the great drawback to 
the extension of the motor vehicle industry 
would prove to be the scarcity of motors. 

Already that fear is in a fair way to be 
dispelled. The manufacture of motors has 
been taken up by progressive concerns in 
this country, and already the results are 
such as to make it reasonably certain that 
the excellent foreign engines will be supple- 
mented with equally satisfactory ones here. 
As a rule these firms are proceeding along 
good, Sound lines, seeking to develop new 
business among the retail bicycle trade. 

At present the imported motors have the 
call, and will continue to be the favorites 
for some time to come. Their makers were 
first in the field, and it is not surprising that 
they should have been able to place them- 
selves in their admitted advantageous posi- 
tion. All that ingenuity and mechanical 
skill could accomplish they have accom- 

But they no longer have an undisputed 
field. The sum of inventive genius is not 
contained in them, nor do they hold a mort- 
gage on the future development of the motor. 
Even as at present constructed, motors are 
expensive and hard to get promptly and in 
large quantities. There is therefore every 
incentive to the inventor to improve the 
motor, lessen the cost or increase the prod- 

This being true, it does not take any un- 
usual amount of discernment to perceive 
that the next few years will witness great 
activity in the manufacture of motors. 

Shoe May be on the Other Foot. 

It is quite probable that the friction be- 
tween the owners or drivers of horses and 
the users of motor vehicles is greatest at 
the present time. 

The novelty of their appearance has worn 
off to some extent, and the meeting of the 
equines and the automatic machines is np 
longer invariably productive of trouble; but, 
on the other hand, the rapidly increasing 
number of horseless vehicles undoubtedly 
causes the trouble to be distributed over a 
wider area. 

It is a logical outcome, therefore, that be- 

fore a very long time has elapsed practical- 
ly every horse used for driving will have 
had a chance to see and become accustomed 
to the new vehicles. If he is a sensible ani- 
mal—and in an overwhelming majority of 
cases it will be found that he is— he will 
speedily become accustomed to them and 
there will be no further trouble. The dis- 
senting minority will soon become rightly 
placed, being regarded as intractibles that 
are unfit to be used on the public high- 

While this course of instruction is being 
gone through with, it is inevitable that there 
should arise frequent causes for dispute 
and that the courts should be frequently 
called upon to settle them. 

It is almost equally certain that the ques- 
tion will be viewed from its practical side. 
It will not be asked, Can the world get 
along without the motor vehicle? or does it 
interfere with the convenience or safety of 
a few? Rather will it be held that it is a 
distinct step forward, and that it conserves 
the interests of the many. 

This is plainly the view taken by Justice 
Dixon, of the New Jersey Supreme Court, 
in the case reported in another column. The 
fact that a motor vehicle "occasionally or 
exceptionally frightened horses" is not suffi- 
cient to indict it as a nuisance. It must do 
this habitually— must interfere with driving 
on the highways— or it cannot be restrained 
from their use. 

This is undoubtedly the common sense 
vieAv of the matter. The highways are 
maintained for the "greatest good of the 
greatest number," and if everything that 
irritated or aggravated a skittish horse were 
interdicted the highways would take on a 
vastly different appearance. 

And it is only the refractory horse that 
will harbor any lasting aversion to motor 
vehicles. The docile beast will soon con- 
quer any objection he may entertain at the 
outset. This has been abundantly demon- 
strated during the last few decades. 

As for the balky horse, the time may come 
when his right to unrestricted use of the 
highways— with all the accident causing pos- 
sibilities that follew in his train— will be dis- 

"Cycle Age" still persists that it Is'nt 
proper that the trade should have to do with 
motor bicycles. But the "Age" still refuses 
to say why it spoke up for motor tricycles. 
However, there are some eye-openers in 
store for it. 


The bicycling world 


his Criticism of Coaster= Brakes Causes a 
Stir — Strong Evidence In Rebuttal. 

"Any one who imagines that the coaster- 
brake has lost any of its popularity is fool- 
ing himself," remarked H. E. Walker, man- 
ager of the Eclipse Manufacturing Com- 
pany's New York branch, when W. H. Pir- 
rong's prophecy to that effect, published in 
last week's BICYCLING WORLD, was 
under discussion. 

"If there was any symptom of anything 
of the sort I can't imagine that any one 
would feel it quicker than ourselves; and 
you have my word for it that we have not 
detected the faintest glimmering of a de- 
cline of interest or a decrease of sales," con- 
tinued Mr. Walker. 

"Why," he went on, "we are figuring on 
and preparing to do twice as much business 
next year as we did this season, and I do 
not believe we will be disappointed. Just 
now we are up to our eyes in export trade. 

"Accidents due to coaster-brakes? Non- 
sense! I have yet to hear of the first one. 
While we have had no complaints about the 
Morrow^ I suppose coaster-brakes may have 
broken, just as a tube or a tire or any other 
part of a bicycle may break; but I've never 
heard of any one being killed or injured. 
Why, the coaster-brake makes for safety in 
cycling. The back-pedalling impulse is in- 
stinctive. In a moment of danger we back- 
pedal when we think of nothing else, and 
the coaster-brake makes back-pedalling 
count for something. 

" 'Hurt the sale of new bicycles?' he says," 
went on Mr. Walker, and then he added: 
"Well, if it hadn't been for the coaster-brake 
the interest in cycling and the bicycle busi- 
ness itself would have been a dern sight 
duller, and 1 supposed the fact was gener- 
ally recognized and admitted. The coaster- 
brake has come to stay; there is and will 
be no decline of interest or sales." 

"If Mr. Pirrong could see the people who 
come in here, and hear what they say, he'd 
be likely to change his opinion," interjected 
.T. E. Towne, Mr. Walker's right-hand man. 

Mr. Pirrong's statements also aroused the 
Eclipse Manufacturing Company itself. In 
the course of a letter taking exception to 
them Ralph D. Webster, manager of sales, 
brings some stubborn facts to disprove the 
Clevelander's assertions. Mr. Webster says: 

"We are pleased to say, in evidence of the 
fact that the coaster brake has grown in 
popularity, and has not 'shot its bolt,' that 
we received yesterday, October 1, orders 
for more Morrow hub coaster brakes than 
were received by us during the first fifteen 
days of October one year ago, and that dur- 
ing the first fifteen days of October, 1899, 
we received more than half the orders re- 
ceived bv us during that entire month. We 

are also pleased to state that during the 
month of September, 1900, we received or- 
ders for four limes as many Morrow hub 
coaster brakes as were received during the 
month of September, 1899. As further evi- 
dence we are as pleased to say that two- 
thirds of the orders received by us yester- 
day, October 1, came from bicycle manu- 
facturers, companies whose credit is good 
and whose standing in the trade is excelled 
by none. These firms have gained the posi- 
tions they now occupy in the trade by their 
good business ability, which has led them 
to manufacture good cycles, and equip them 
with an equipment desired by the public. 
You very well know that manufacturers at 
this late day in the season will not pur- 
chase equipment that is not salable; and as 
evidence that the coaster brake has gained 
in popularity we submit that these orders 
from manufacturers, at this time of the year, 
show very clearly the demand which has 
daily developed." 

Made An Investigation. 

Upon the result of an investigation of the 
affairs of the Huntington Manufacturing 
Company, of Huntington, Ind., which is 
now being made, will depend, largely at 
least, the success of the negotiations pending 
for a consolidation of the Ariel Cycle Com- 
pany, of Goshen, Ind., and the Huntington 

A short time ago overtures looking to such 
a consolidation were made by the Hunting- 
ton concern, and were favorably received. 
The basis of the proposed arrangement was 
the purchase by the Huntington company of 
the Ariel company's interests, the subscrib- 
ing of $5,000 worth of stock in the new com- 
pany by the citizens of Goshen, and the 
location of the reorganized concern at the 
latter place. B. D. Emanuel, who organized 
the Huntington Manufacturing Company, 
was the moving spirit in the matter. 

As the success of the reorganization de- 
pended on the $5,000 subscription, the Go- 
shen Commercial Exchange took the matter 
up, called a meeting and decided to send a 
man to Huntington to see just what the 
Huntington company had to offer. His re- 
ports has not yet been submitted. 

Big Balls the Feature. 

"Large balls" will be the slogan of the 
Forsyth Manufacturing Company, of Uuf- 
falo, N. Y., in announcing its 1901 line of 
pedals to the trade. 

Nothing but the highest of high-grade con- 
struction prevails throughout, and no at- 
tempt has been made to produce a pedal to 
"sell at a price." On the contrary, the For- 
syth people claim to be the only pedal man- 
ufacturers to offer a distinctively new high- 
grade line for next season. The racing and 
light roadster pedal is certainly an impres- 
sive creation, while the regular pedal fully 
maintains the standard in its class. It is 
more than probable that the Forsyth pro- 
ductions will be seen on many of the high- 
class wheels the coming year. 


Figures That Show the A. B. C. Stock- 
holders That "There Are Others." 

While the cycle trade at large is familiar 
only with the slump in the American Bicycle 
Company's securities, Gustavus Maas, in 
"The New York Times," brings to bear a 
table proving that "there are others." It 
shows that the decline in industrials on the 
New York "curb" was almost general during 
the year, and while "curb" quotations are 
not always to be accepted at their face value, 
Maas's comparisons, which follow, are none 
the less interesting: 

Highest, Sept. 29, De- 
1899. 1900. clines. 

Amalgamated Copper 110 8oy 2 23% 

American Bicycle 25 5 20 

American Bicycle pf 68 28 40 

American Chicle 60 67% *7y 2 

American Chicle pf 85 78 7 

American Type Founders. 56 57 *1 

American Woollen Goods. 29 13 16 

American Woollen G'ds pf 85 70 15 

American Hide & Leather 37% 15 22% 

Am. Hide & Leather pf . . 83% 40 43y 2 

Asphalt Co. of America. . 25y 2 7 18% 

British Columbia Copper. 14% 11 3% 

Central Foundry 25 2 23 

Central Foundry pf 69 10 59 

Compressed Air 96 31 65 

Consol. Equipment Co 21 6 15 

Consolidated Rubber Tire. 34 4 30 

Consol. Rubber Tire pf . . . 80 30 50 

Cramp Ship & Eng. Bldg. 91 70 21 

Distilling Co. of America. 20 4 16 

Distilling Co. of Am. pf. . 60% 18 42% 

Elec. Pneu. Transit Co... 7% 3 4% 

Electric Boat 41 15 26 

Electric Boat pf 61 25 36 

Electric Vehicle 151% 20 131% 

Electric Vehicle pf 150 40 110 

General Carriage Co 200 5 195 

Havana Commercial Co . . 43 8 35 

Havana Commer. Co. pf. . 75 40 35 

Illinois Transportation. . . 16% 1% 15y 4 

International Pump Co. . . 37% 16 2iy a 

International Pump Co. pf 78% 64% 14y 2 

National Enamelling Co... 35 20 15 

Nat. Enamelling Co. pf. . . 85 73 12 

National Gramophone Co. 87 20 67 

New Eng. Transportation 20 3 17 

New Eng. Gas & Coke Co. 40 10 30 

New York Transportation 38 7 31 

Otis Elevator oo 43 25 18 

Otis Elevator Co. pf . . 99 84 15 

Royal Baking Powder pf.101 91 10 

Rubber Goods Mfg. Co.. . 45 29 16 

Rubber Goods Mfg. Co. pf. 90 76 14 

Safety Car Heating 175 120 55 

Standard Oil 499 538 *39 

Tel., Teleph. & Cable of A 11 6 5 

Tennessee Copper Co 32 13 19 

U. S. Cast Iron Pipe 10 3% 6% 

TJ. S. Cast Iron Pipe pf . . . 60 25% 34% 


Perkins Will Push Pedals. 

Albert Perkins, long superintendent of the 
Lamb Manufacturing Company, has engaged 
with the Reed & Curtis Machine Screw 
Company, Worcester, Mass., and will repre- 
sent them on the road. Mr. Perkins, inci- 
dentally, knows a few things about pedals 
that are worth knowing. 

The Pennsylvania Rubber Co., of Erie, has 
a new sales manager, Charles F. W. Kelly, 
who for several years was manager of the 
B. F. Goodrich Co.'s Detroit branch. 




chance of missing fire, while the increased 
cost of current is very little. 

Motocycles Awakening the Famous Cycle= 
Making Center— Innovations Promised. 

London, Sept. 15.— On what should be re- 
liable authority I hear that several of the 
Coventry cycle manufacturing firms are now 
going in largely for the making of moto- 
cycles, and that a good many of these ma- 
chines will be on view at the autumn shows. 
I am also informed fhat in some instances 
the general designs will be distinct depart- 
ures from the usual patterns now obtainable. 

The method of ignition, or rather of the 
arranging of the electric current, will in one 
case be entirely novel, whle several makers 
will exhibit machines with the motor in a 
different position from that usually adopted. 
Two or three samples will have horizontal 
cylinders, but I cannot see where the im- 
provement comes in in such cases; in fact, 
I think that, theoretically, a vertical motor 
should prove more satisfactory, because the 
cylinders and piston will be more likely to 
wear evenly. With a horizontal cylinder 
the weight of the piston may tend to wear 
the cylinder somewhat oval, but with a ver- 
tical motor such an occurrence is impossible. 
On the other hand, it must be admitted that 
a horizontal cylinder gives a neater appear- 
ance to the machine, which is a great con- 
sideration with many people, and is in any 
case a selling point. 

As it is now pretty generally agreed that 
electric ignition is an essential of any good 
motocycle, it is just as well to point out that 
at present there is a great field open for the 
invention of either a perfect dry battery or 
a type of accumulator which can readily be 
recharged, and is thoroughly reliable. I have 
no hesitation in saying that 90 per cent of 
the motocycle failures are due to trouble 
with the electric arrangements. Very often 
it is the battery which is a fault, although it 
not infrequently happens that the contact 
bleaker requires careful adjusting. Very 
few motocyclists seem to understand the 
importance of this, but in any case the oper- 
ation should not be required nearly so fre- 
quently as at present. The platinum con- 
tacts appear to wear badly on most ma- 
chines, while the metal composing the spring 
of the contact breaker often leaves much to 
be desired. 

As at present made it is often a somewhat 
difficult matter to obtain a really hot spark, 
without which no motor will run success- 
fully. The makers of the induction coils do 
not construct these to resist a sufficient volt- 
age, 3.20 being thought ample in many 
cases. As a matter of fact, it is better to 
have five or six volts, as under these cir- 
cumstances a motor will run with much less 

I fancy that many of the detail improve- 
ments which may be expected will be seen 
upon cycles turned out by smaller makers, 
who, not manufacturing in large quantities 
and therefore not risking so much, can bet- 
ter afford to experiment. Of course, it may 
be said that this experimenting is done at 
the expense of their customers; but, granted 
that this is the case, I doubt if the public 
are losers in the end. As a rule the small 
maker becomes a practical motocyclist be- 
fore he commences to manufacture machines 
of this class, which is a good deal more than 
can be said in the cases of many of the Cov- 
entry makers. The smaller man has his 
practical experience as a guide, and as a 
consequence is not likely to turn out a ma- 
chine which will not work up to the ordinary 
standard, while it is just possible that he 
may be able to beat this by no means very 
high ideal. 

Recently I have seen two such motocycles, 
each of which presented several structural 
details in advance of the ordinary patterns. 
One was made mostly of the ordinary com- 
ponent parts, which are now being turned 
out in quantities by the Eadie Manufactur- 
ing Company, Limited, and one or two other 
firms catering specially for the assemblers, 
but the other was a more costly mount, spe- 
cial patterns having been made for the axle 
and other important parts. There were also 
several detail improvements in the arrange- 
ment of the electrical portions, and I should 
say that short circuiting under any condi- 
tions will be next to impossible. In both 
cases these cycles are the products of smalj 
makers who have had three or four years' 
practical experience with motors, but one 
man has had more leisure and a longer time 
at his disposal than the other, the effect of 
which is that his machine is undoubtedly the 
better of the two. In the matter of prices 
both these motors come out some $50 cheaper 
than those of the larger firms, and this in 
spite of many special parts having to be 
made separately, which, as every one con- 
nected with practical engineering matters 
knows full well, adds exceedingly to the cost 
of production. The fact, then, that those 
machines which are made in large numbers 
are not turned out. more cheaply seems to 
imply that the profits are too high or that 
the system of production is defective. Per- 
haps it is a little of each. Anyway, I hard- 
ly fancy that those cycle manufacturers who 
are just embarking upon the motor industry 
with the hope of retrieving their fallen fort- 
unes, but who have at present little or no 
practical experience to guide them, will find 
the road to success strewn with roses. 

lesson that a more powerful motor or else 
a good two-speed gear is required for a ma- 
chine of this class. The case of a quad fail- 
ing at a hill is even worse than that of a 
small car. For the latter event it is always 
possible to start the motor and let it drive 
the empty vehicle up the incline, the 
driver walks beside the car and steers with 
one hand. But with a quad the difficulty is 
to start the machine, and, having done so, 
to be able to steer it and control the taps 
when out of the saddle. Moreover, such 
machines will seldom develop any apprecia- 
ble amount of power when travelling at a 
walking pace, so that progression under 
these conditions is very difficult. Yet we 
have at present no two-speed gear for motor 
quads and tricycle, although the Ariel com- 
pany is now experimenting with such a de- 
vice, and it will be obtainable soon. Here 
again we see the valire of practical experi- 
ence, for had not Mr. J. W. Stocks been such 
an enthusiastic motorist it is very doubtful 
if this great need would have been so rap- 
dly apprecated and promptly met by the 
company with which he is connected. 

Every Man His Own Repair Shop. 

The toolbag on a motor tricycle, or rather 
the contents of it, is something calculated to 
make the average wbeelnran blink. The 
size of the bag and the diversity of articles 
it contains is amazing, and yet there are 
those who hold that it should contain more. 

Here, for instance, is what an Englishman, 
the author of a vest pocket volume, "Motor 
Tricycle First Aid." would have the moto- 
cyclist carry with him: Inlet and exhaust 
valves; springs, cups and cotters for same; 
two sparking plugs; asbestos yarn and cop- 
per washers; some graphite; plug spanner 
and shifting wrench; box key for cylinder- 
top; pliers and screwdriver; two 6-inch half- 
round files; two small punches; spare nuts, 
bolts and washers; few wire nails, assorted; 
petrol funnel; insulated wire and copper 
wire; rubber insulating tape; some assorted 
split cotters; tire outfit, with crowbar; small 
lubricators— paraffin, petrol, machine oil; 
voltameter; emery cloth; leather for washers; 
spare interrupter; axle grease. 

The failure of many of the motor quads 
taking part in the trip organized last week 
by the English Motor Car Club to get up 
one or two of the hills encountered on the 
by no means difficult route should act as a 

Australian Trade Organizes. 

The spirit of trade organization has 
reached Australia. The South Australian 
Retail Cycle Traders' Association is the re- 
sult. The main objects of the association 
are, first, to place the trade upon a sound 
footing; second, the protection of its mem- 
bers and of the public dealing with its mem- 
bers, and, third, regulation of prices. Under 
the last-named rule the members are bound 
by agreement not to charge over or under a 
certain listed price for the different classes 
of goods, such lists being supplied to the 

The stock of the defunct Bicycle Export 
Company, Hamburg, Germany, has been pur- 
chased by Goldschmidt & Mindus, of that 
place. Most of the stock comprised Ameri- 
can goods. 




At Its Worst Proves As Good As the Block 

Chain At Its Best— Strong Reasons 

For the Trade's Attention. 

To-day the block chain is universal. There 
are other chains on the market, and riders 
can procure them if they make the necessary 
effort and, in some cases, pay the extra price. 
But few of them do so, many from ignorance 
of the merits of other chains, others from a 
proneness to run with the crowd. 

It well illustrates the change that has 
come over the cycling world to note the 
continued popularity of the block chain. It 
superseded the roller chain because it was a 
step in advance. Now that conditions are 
reversed, as is claimed, no change takes 
place. The trade is in a rut and seems to 
prefer to stay there. 

For, while the block chain has stood still, 
the roller type has progressed. Constant ex- 
perimenting with it has resulted in the erad- 
ication of its defects, the enhancement of its 
merits. It is not equality that is claimed, 
but superiority. 

This appears to be a broad assertion to 
make, and one not easy to support with 
facts. But the proof of the pudding is in 
the eating of it, and the trial by the writer 
of a roller chain, soundly constructed on 
modern lines — that is, with twin instead of 
single rollers— will support the contention 
that it is a big step forward. 

At the start there is no difference between 
a roller chain— the one in question was a 
Chantrell twin roller, but it is a fair pre- 
sumption that the Morse or other twin roller 
types would give equally satisfactory results 
— and one of the block pattern, both being in 
good order. But this is a distinct advance, 
for in the old days this was just where the 
block chain scoi-ed. The roller chain never 
did run as well except under stress of mud. 

But when mud is encountered— such mud 
as is found on freshly sprinkled macadam 
roads— a wonderful difference is apparent. 
The first clot that falls on the block chain 
affects injuriously the running of the ma- 
chine. The rider can feel that bit of mud 
each time it passes over the sprocket wheel, 
and each additional instalment of mud 
makes matters worse. He may think that 
the limit has been reached in this respect, 
but he is always undeceived. 

It is quite another story with the modern 
twin roller chain. Nothing seems to phase 
it It does its work undisturbed, whether it 
be as clean as the proverbial whistle or 
plastered with mud. Dust has no effect on 
it, nor a failure to lubricate. Its appearance 

is injuriously affected, to be sure. It looks 
as if it ought to do some or all of the things 
that would happen if it were a block chain, 
but nothing of the sort occurs. 

To complete the chapter of excellencies, 
the twin roller chain does not stretch or 
wear out. At least, an experience extend- 
ing over several months has failed to reveal 
the slightest tendency to either of these fail- 

The chain in question was placed on a ma- 
chine and has never been touched since. .On 
its first ride it was christened by following a 
sprinkling cart and getting a bath of cement- 
like mud. The next day came a smart 
shower to flood the joints with water, which 
was not even wiped off. With its coating 
of half-obliterated mud and bright red rust 
it seemed as if decent running for the ma- 
chine was out of the question. 

But the chain belied its looks. The collec- 
tion of extraneous matter seemed to have 
absolutely no effect on its running. It moved 
over the sprocket wheel teeth just as sweetly 
and smoothly as when it was first fitted to 
the machine. 

In short, the twin roller chain at its worst 
— and it was the aim of the writer to get it 
at its worst, to make it hard running if this 
could by any possibility be done— was quite 
equal, and possibly a shade superior, to the 
block chain at its best; infinitely superior 
when the latter needed attention. 

Everything that is supposed to affect the 
running of a chain was done to this one; 
the purpose of the test was to get a line on 
its work under the most unfavorable circum- 
stances; and the result was a triumph that 
was as complete as it was entirely unex- 
pected. More could not be asked or desired. 

It upset preconceived ideas, too. In speak- 
ing of roller chains the old style rollers came 
to mind; their clumsy and heavy appear- 
ance, their sole merit-^that of not being af- 
fected by mud or dust— their disagreeable 
habit of stretching and wearing out quickly; 
these were the thoughts that were upper- 
most. That the new twin roller was a very 
different chain was believed in a vague sort 
of way, but that, everything being consid- 
ered, it could be a decided impi*ovement over 
the block chain, was not even thought of. 

Yet it can be asserted unreservedly that 
nothing more could be asked of a chain than 
was given by this one. It is no exaggeration 
to say that it settled the chain question in 
the writer's mind. There was no need of a 
gear ease with the twin roller; hardly any 
for a chainless machine. It ran the same 
in all weathers and on all roads. It re- 
quired no cleaning, no lubricating; or, at 
least, if such attentions would have im- 
proved it the need was not apparent. 

In the writer's opinion, it is no longer a 
question of whether the chain is capable 
of improvement or how it can be improved. 
The problem has been solved, the improved 
chain is at hand. 

No experiments are necessary before mak- 
ing use of it. No risks are taken, no ex- 
pense is incurred, no talking is required to 
have it tried. No change in design has to 

be made; the standard sprocket teeth take 
the twin roller chain, and the rider will not 
know that he has one— until he notices that 
it does not give the usual ground for com- 

In short, here is what the trade and the 
public have been looking for— a chain that 
does not require daily, weekly or even 
monthly attention, and one that rises supe- 
rior to all weathers and all conditions. 

The twin roller chain has a great future 
before it. You may just as well reap a part 
of the benefit from it as to have it go to 
your competitor. ■ 

It is worth trying, and the sooner the task 
is undertaken the better it will be for both 
maker and dealer. 

Registration of Patents In Cuba. 

Attention is being called in Havana to the 
facts that all persons being in possession of 
legal patents of invention taken out in Ma- 
drid, Spain, and registered for the island of 
Cuba, must file within a term of six months 
from the date named the duplicates of the 
specifications, drawings and models belong- 
ing to their patents, or a certified copy of the 
same, together with a certificate showing 
that their patents are in force in Spain, so 
that such patents may be protected against 

Further, that American patents that have 
been presented for registration in Cuba and 
those which shall be so in future shall be 
registered at once, provisionally, in the spe- 
cial register kept by the Secretary of Agri- 
culture, Commerce and Industry, on condi- 
tion of deciding in due course of time what 
may be deemed fit about their final regis- 
tration or absolute rejection. 

Betts's Appointment Made Permanent. 

The appointment of Frederick A. Betts, 
the temporary receiver of the Keating Wheel 
and Automobile Company, Middletown, 
Conn., was made permanent by the Superior 
CGurt on Saturday last. He was given per- 
mission to continue the business for four 
months or more. 

The report of Mr. Betts from the time he 
was appointed temporary receiver up to the 
close of business on September 15 shows 
that the receipts were $14,013.25, the dis- 
bursements $10,075.86, and the amount on 
hand $3,937.39. There are thirty men em- 
ployed now, and there are about two thou- 
sand more wheels to be assembled and put 
on the market. 

Will Be Kept Busy. 

It takes six thousand wood rims to fill a 
car of average size, and a rim factory located 
in Cambridge, Vt, is engaged in shipping one 
carload a week to fill an order for twenty- 
five carloads. 

Tempering of Small Drills. 

Small drills can be tempered or regulated 
by heating to a cherry red and plunging into 
a lump of beeswax or into quicksilver or 




Scientific Frame Construction. Model No. 14. 


Prevents rusting and weakening of Cycle Frames, 

and the adoption of 


Adds new " TALKING FEATURES " and EXTRA PROFITS for next season's trade. In cycle construction it has 
been the general practice to have Rear and Front Forks tapered to distribute strength in proportion to the strain to be met. 
The larger Tubing in the main frame should also be tapered throughout its length for the same reason. Riders readily 
appreciate this argument as it appeals to their common sense and they buy accordingly. 

In "Scientific Frame Construction" the lower front Tubes are tapered throughout their length from ify inches at head 
to i^ inches diameter at the crank hanger — the upright or seat mast Tube is tapered from 1% inches at crank hanger to 1^ 
inches at top and the top bar is a straight i l /& inches diameter Tube. This results in all \% inches lug crank hangers and i}£ 
lug cluster fittings being standard and the heads with i}£ inches top lugs and i%& inches bottom lugs are all the fittings 
required as special. The Crosby Co., of Buffalo, N. Y. and all the principal fittings makers' can supply these heads. 

This construction lessens expenses for allowances, repairs and expressage on broken frames, and what dealer, jobber or 
cycle manufacturer has not had a lot of expense and annoyance in this line, not to mention damage to his trade and good will 
by frames occasionally breaking, when if " Scientific Frame Construction " had been adopted and the strain distributed over a 
greater length of Tubing the breakages would probably not have occurred. 

Shop right licenses for manufacturing of frames of this character can be had by dealing with the undersigned. 

Crescent Rims made from " Swedoh " Spring Steel, Extra Strong for Automobiles and Motor Cycles. 
Hot and Cold Rolled Strip Steel, for Pressed Stamped and Drawn Work. 



Main Office and Works, 

Bridgeport, Conn., U. S. A. 

Business Established, 1877; Incorporated, 1884. 
New York Office, 258 Broadway. 




Bad Season Will Cause Retirement of 
Poorly = Equipped Repairmen. 

"What sort of a season have we had?" re- 
peated the proprietor of a large and well 
conducted repair shop to THE BICYCLING 
WORLD man's query. "Well, to be per- 
fectly frank, it has been about the poorest 
season I have known for many years. 

"The 'slump' has struck us, and there's 
no use in trying to conceal the fact," he con- 
tinued. "We have been hard hit, and had it 
not been for outside work I would be in a 
pretty bad way, I don't hesitate to say. 
What made it worse was that the falling 
off in our business was entirely unexpected. 
We did not look for it, consequently were 
not prepared; and it took some work to get 
things into shape. 

"Even when it became plain that sales 
were going to show a decided falling off we 
did not take warning. This was early in 
the season, and there was plenty of repair- 
ing to do and we supposed it would last 
clear through the season— just as it has al- 
ways done before. People might not buy as 
many bicycles as usual, but there would be 
no decrease in the number brought in for re- 
pair. In fact, we thought we would be bene- 
fited by decreased sales; if fewer new ma- 
chines were sold more old ones would be 
ridden; and they would come in to us for re- 

"But it was not long before this feeling 
received a rude shock. Along about May we 
began to find that we could handle all the 
work offered without any great trouble. We 
had a pretty good force, although not as 
large a one as we expected to be obliged to 
put on; but we began to find that we could 
cope with the end-oi-the-week rush without 
having recourse to very much nightwork. 
Of course, this rather startled me, and I 
began to look into the matter. 

"It was not long before I became con- 
vinced that there was something wrong; 
also that it was going to stay wrong. There 
might be an improvement now and then, 
but it was temporary only. Business would 
fall off just as quickly as it came, and it 
was not easy to gauge it and keep the right 
force on to handle it. So it has continued 
through the entire season, and I can't see 
any reason for believing that it will be any 
better next year. If it is just as good I shall 
be pretty well satisfied. 

"Nevertheless, I am not altogether sorry 
that matters have turned out so. "It's hard 
on us, this waiting for better days; but it 
is harder on other repairers— so hard, in fact, 
that they can't stand it, and that is a sure 
sign that the better days will come. As 
long as my competitors couid hang on they 
would; it made little difference that they 
were not making a decent living and were 
preventing me from doing as well as I 
might; just as long as there was enough 

work to keep the wolf from the door they 
would stick. 

"I have in mind one case now that illus- 
trates what I mean. A repairer in a sub- 
urban town had pretty hard work to keep 
his head above water, but he always man- 
aged to do it until this year. He had one 
assistant, and when business fell off this 
season he dispensed with his services, but 
the work still dropped, until there was only 
about half enough to keep himself busy. As 
he had no capital, and he must draw enough 
each week for his living expenses, he soon 
began to run up bills for parts and supplies. 

"The end came a short time ago. He 
threw up the sponge and went back to his 
original trade, that of a machinist. He had 
to do it, although it was like pulling teeth. 
He preferred to be in business for himself, 
even at smaller wages than he could make 

Morgan *WrightT1res 
are good tires 




Morgan &Wright 

NEW YORK 3RANCH: 214-216 WEST 47th ST. 


Near Fort Hill Square. r~l 

in a machine shop. He had worked in this 
way for years, and he would have continued 
to do so indefinitely. As it was, he bettered 
himself and he helped me, for part of his 
trade, reduced though it was, came to me. 

"There are a lot more of such people who 
are being forced out. In addition there are 
many 'kitchen repairers' who will have to 
go the same way. They are even worse than 
the first class, for they have neither ability, 
reputation nor character. They work during 
the day and then devote the evenings and 
Sundays to taking a few dollars out of the 
pockets of the regular repairers. They do 
botch work and take the jobs at any price. 
No one need waste any sympathy on them. 

"So, you see, there are two sides to the 
story. It is hard to go through such a sea- 
son as the one just past, but those of us who 
can live through it, and in addition weather 
the coming winter, are going to be bene- 
fited. I don't mean that there will be a 
general clearing out or that we will make 
our fortunes next year. Very far from it. 

"As far as that is concerned, no one works 
harder for his living than the repair man, 
and any improvement in his condition will 
be a blessing. He will have less competition 
next year, and should come a little nearer 
to earning decent wages the year round. 
That is all. How many will begrudge him 


What Motor Vehicles Can Do— Hgrse's 
Speed a Standard. 

In framing a set of automobile rules, which 
apply to motocycles as well, the authorities 
of Chemnitz, Germany, point to the horse 
as a regulator of speed. Under no circum- 
stances are the machines to go faster than 
an "ordinary trotting horse," while at other 
specified times this speed is to be reduced to 
correspond to that of a walking horse. 

The regulations are as follows: 

"1. Persons under fifteen years of age 
and persons who hav^e no knowledge as to 
the management of such machines shall not 
be intrusted with the running of automo- 

"2. All persons who do not give their un- 
divided attention to the management of auto- 
mobiles or who while using the same fall 
asleep or get intoxicated are liable to pun- 

"3. The signal to turn out shall be 'Heeh.' 
The use of signal horns will be permitted un- 
til further notice. 

"4. Every automobile must carry at least 
one very good lantern; the same shall be 
lighted at the same time as the street lights. 

"5. The speed of automobiles in the city 
shall not be faster than that of an ordinary 
trotting horse. 

"No one shall run an automobile faster 
than a horse walks (a) on leaving buildings 
or sheds bordering on the street, (b) during 
church service in the neighborhood of 
churches, (d) in places where there is large 
foot traffic, (e) in places where fast driving 
is forbidden. 

"6. Automobiles shall not be left unat- 
tended in the street. 

"Any one disobeying these rules shall be 

Truth That Is Stranger Than Fiction. 

Talking of the proneness of the average 
man to imagine that "motocycle" means only 
the motor bicycle, a veteran rider in con- 
versation with a BICYCLING WORLD man, 
in remarking that the mistake is easily ac- 
counted for, drew attention to a fact that is 
as surprising as it is true. 

"Why." he said, "nine-tenths of the people 
who took up cycling within the last ten 
years have never set eyes on a tricycle. Many 
of them, I dare say, have never even seen 
a picture of one, and would hardly know a 
tricycle if they saw it. They know only the 
bicycle, and the sight of a tricycle, with or 
without a motor, would be in the nature of 
a curiosity. Naturally enough, when moto- 
cycles are now mentioned their conception 
carries them only to the bicycle." 

It is a remarkable state of affairs that 
has not before been remarked and yet is 
literally correct. 




Wilmot, of^Fall River.) 

li requires no physiognomist to tell that 
the original of the accompanying portrait— 
W. D. Wilinot, of Fall River, Mass.— is brim- 
ful of aggressiveness and nervous energy. 

His lace reflects it in every line, and those 
who know the man know that his face does 
not belie him. i^e is a splendid type of cycle 
dealer. Luck plays no part in his business. 
He has brain and he uses it. He is always 
thinking, always planning, always wide 
awake; always rending, always seeking and 
reaching out for that which improves. He is 
tireless in his activity, twenty years of rid- 
ing and "talking bicycle" having diminished 
his ardor not an iota, for it was all of twenty 
years ago when Wilmot, then a prescription 
clerk in an apothecary store at Framingham, 
Mass., purchased a Standard Columbia and 
became the first rider in town. He soon 
secured the agency for Columbia bicycles, 
and before long bad sold enough wheels to 
organize the Framingham Bicycle Club. His 
persistence in riding daily in all kinds of 
weather for the first two years was the sub- 
ject of cartoons and jokes in THE BI- 
CYCLING WOULD and other papers at the 

He took great pleasure in practising trick 
riding, and was soon known as one of the 
best and most original. He joined the old 
Massachusetts Bicycle Club, and was se- 
lected as one of four members to establish 
a record for a club run of one hundred miles 
or more, and they rode 118 miles, receiving 
four gold medals. The other three members 
were Messrs. Griffiths and Philbrick and 
Captain Henry Williams. 

His trick riding soon brought him in de- 
mand at club balls, etc., and the Pope Manu- 
facturing Company secured him to take 
charge of their riding schools. Colonel Pope 
presented to him an elegant Expert Colum- 
bia, with gold-plated trimmings, that cost 
$325. Mr. Wilmot used this bicycle in bis 
double riding act eleven years. After about 

two years in the employ of the Pope com- 
pany he gave up teaching for the large sala- 
ries to be had at rinks and theatres, and 
later went to Europe, where during seven 
years he was constantly employed in all the 
leading theatres, and where he was pre- 
sented with many beautiful medals. 
After his return Colonel Pope urged him 


to again enter the commercial part of the 
bicycle business, and, finishing his theatrical 
work at Keith's New York theatre the last 
week of April, 1896, he opened a large store 
at Fall River and secured the Skating Rink 
for a riding school the following week. 

From the beginning he has been an origi- 
nal and constant advertiser every day in the 
year that the newspapers are printed. He 
has always made a strong point of prompt 
and careful repairs, and has added many 

side lines, such as sporting goods, typewrit- 
ers, sewing machines and talking machines, 
all over the country and by the Pope com- 
pany at Hartford, Boston and other large 
cities. One of bis phonograph advertise- 
He was the original writer of a series of 
six "Winter Offers" that have been copied 
ments was reprinted, with favorable com- 
ment, by "Printer's Ink," and one of the 
big musical instrument concerns in Chicago 
bought a large number of copies of "Print- 
ers Ink" showing the plan of selling phono- 
graphs and sent them to their agents. 
Through square dealing, prompt service, con- 
tinual advertising, a large stock and close 
personal attention he has built a steadily 
growing business, and has no complaint to 
make of the present season. He is an active 
rider and captain of the Quequeteant Wheel- 
men, Fall River's leading bicycle club. Just 
now he is having a series of cards printed, 
with routes to different places within from 
twenty-five to fifty miles from Fall River, 
for free distribution, and particularly for 
touring wheelmen. He is always glad to 
meet wheelmen passing through town, and 
has a washroom, brushes, pump, graphite, 
oil, etc., for their free use. He is a strong 
advocate of the bevel gear and an expert in 
the care and adjustment of all kinds of 
chainless bicycles. 

Can Be Too Clean. 

There is an old maxim— and a good one— 
among the older riders that you can clean 
your cycle too often. This does not apply, 
of course, to the wheels, spokes and nickelled 
parts, but rather to the bearings, around 
which a coating of dust and grease will al- 
ways congregate or settle. It is a great mis- 
take to be continually wiping this coating 
away, as it really forms an excellent pro- 
tection for the bearings, preventing the dust 
from penetrating further. Of course, the 
bearings require an occasional sluicing out 
with kerosene, but even though given a good 
dose of lubricating oil it will be found that 
as a rule they grind somewhat until they 
have again got into running order— a proof 
that until they get their protective coating 
outside of dust and grease grit occasionally 
works in. 







Throws Open Its Parks to Motocycles and 
All Other Automobiles. 

Despite the fun poked at her, Philadelphia 
is not so very slow, after all. 

While other cities have been discussing 
the question whether motor vehicles should 
be admitted to their parks the Quaker City 
has taken the bull by the horns and re- 
scinded the rules that have hitherto oper- 
ated so hardly on owners and users of these 
vehicles. Hereafter all the drives of the 
big playground— with two unimportant ex- 
ceptions—will be open to all types of ve- 
hicles, automobiles and motocycles as well 
as bicycles and horse-drawn carriages. 

This decision was reached last week at a 
meeting of the Commissioners of Fairmount 
Park, and was the outcome of a long and 
vigorous fight that had been waged. Until 
the resolutions adopted at this meeting took 
effect, on Saturday last, the privileges 
granted motor vehicles might almost as well 
have been withheld. In fact, the permission 
to use one or two short drives that went 
nowhere proved to be only an aggravation 
of the matter. Hence the strenuous efforts 
to secure the free aud unrestricted use of 
the drives, subject to such regulations as 
governed other vehicles. 

It was known that the Park Commission- 
ers were divided on tiie subject, one or two 
of them being utterly opposed to granting 
any privileges. These members fought for 
delay, and succeeded in postponing a settle- 
ment of the question all through the spring 
and summer. With the passing of the sum- 
mer months, however, all expedients tending 
toward delay were exhausted and the mat- 
ter soon thereafter came to a head. 

At the meeting of the Commissioners con- 
siderable discussion took place, and efforts 
were made to ward off the inevitable by 
excluding the motor vehicles from certain 
drives that were important and even neces- 
sary. They all met with failure, however, 
and a vote was finally taken on the follow- 
ing resolutions, which were adopted: 

"Resolved, That automobiles for the con- 
veyance of passengers be permitted to use 
all the Park drives, with the exception of 
the Wissahickon Drive and the West Side 
River Drive from the Girard Avenue Bridge 
to the Falls, subject to the regulations now 
established for the protection of the public. 

"Resolved, That no automobile shall be 
used in the Park after October 15, 1900, un- 
less it displays a number on the back oi the 
vehicle. Numbers will be issued without 
charge upon application to the secretary of 
the Park Commission." 

Superintendent Vogdes was informed of 
the action of the Commissioners, and in- 
structed to notify the guards that the restric- 
tions on motor vehicles had been withdrawn. 
Secretary Martin of the Commission will 
procure small blocks with figures painted in 

white on a black background and so ar- 
ranged that automobilists may hang them on 
the rear of their vehicles while driving in 
the Park and leave them off at other times. 
The numbers, which will be furnished to 
automobilists by the Park Commissioners 
free of charge, will be ready a few days 
before October 15. 

Of the two drives excluded, one, the West 
River Drive, will, it is expected, shortly be 
turned into a speedway; it has been con- 
structed but a few years, and is not an im- 
portant link in the system of roads which 
intersect the Park. The latter remark ap- 
plies equally to the Wissahickon Drive, and, 
in addition, it is of snch a winding and hilly 
character, skirting as it does the stream from 
which it takes it name, that it Avould be 
folly to mix the two classes of vehicles on 
it, at this stage at least. 

Plaster of Paris Moulds. 

Plaster of Paris is often used in shops to 
hold parts together in handling or for other 
purposes. To prevent it settling too quick 
when time is needed for placing the parts 
to be held, mix it in pure glycerine instead 
of water. It will not set quickly, and is all 
the tougher when it does set. Use more or 
less glycerine, according to the time required 
in handling. 

Looking for a Purchaser. 

An inspection of the old Lozier plant at 
Thompsonville, Conn., was made last week 
by representatives of the American Bicycle 
Company, the Thompsonville Board of Trade 
and the Goodson Graphotype Company. 
There is a strong probability that the latter 
concern will purchase the property. 


Method of Case Hardening. 

This alleged quick method of case harden- 
ing comes from abroad: Use one part of 
oxalic acid and two parts of common potash, 
well pulverized and thoroughly mixed. Heat 
the article to a cherry red and roll it in the 
mixture; heat again in a clear fire and cool 
off in water. 



Over 100,000 Sold 
Last Year. 

Everyone Civing Satisfactory 

Make Your Cycle Saleable and 

Desirable by Fitting it with 

the MORROW. 


I 05- 1 07 Chambers Street. 

(Oldest Pedal Manufacturers in America) 

We are still doing 
business at the old 
stand and propose 
continuing to do so 
for sometime to come 

Curtis Pedals 


Will maintain the 
reputation they have 
always had *£ That's 
the best we can say 
for them *g *£ *£ *£ 
We are now ready 
to talk prices <£ and 
make contracts <j£ ^ 
Are you ? *# <& <& 

Reed & Curtis 
Machine Screw Co. 




The Week's Exports. 

Exports of bicycles and material from the 
port of New York for week ending October 
2. 1900: 

Antwerp— 1 case bicycles, $25. 

Africa— 91 cases bicycles, $2,435; 1 case 
bicycle material, $27. 

Argentine Republic^ cases bicycles, $236; 
26 cases bicycle material, $1,9S8. 

Brazil— 6 cases bicycles, $180; 3 cases 
bicycle material, $269. 

British West Indies— 15 cases bicycles, 
$422; 8 cases bicycle material, $141. 

British Possessions in Africa— 160 cases 
bicycles, $7,371; 15 cases bicycle material, 

Bremen— 3 cases bicycle material, $105. 

British East Indies— 116 cases bicycles, 
$4,470; 10 cases bicycle material, $1,197. 

British Australia— 4 cases, $98; 1 case 
bicycle material, $17. 

British Guiana— 13 cases bicycles, $576; 2 
cases bicycle material, $50. 

Central America— 1 case bicycles, $12; 1 
case bicycle material, $16. 

Copenhagen— 4 cases bicycles, $189; 34 
cases bicycle material, $863. 

Christiania— 4 cases bicycles, $200. 

Danish West Indies— 1 case bicycles, $20; 
13 cases bicycle material, $100. 

Dutch West Indies— 1 case bicycles, $38. 

Dutch Guiana— 5 cases bicycle material, 

Ecuador— 1 case bicycle material, $29. 

Helsingfors— 2 cases bicycles, $100. 

Glasgow— 2 cases bicycles, $60. 

Genoa— 2 cases bicycles, $70; 3 cases 
bicycle material. $135. 

Havre — 13 cases bicycle material, $250. 

Hamburg— 7 cases bicycles, $172; 9 cases 
bicycle material, $2b8. 

Liverpool— 1 case bicycle material, $25. 

Liege — 197 cases bicycle material, $1,544. 

London— 221 cases bicycles, $3,126; 30 
cases bicycle material, $1,022. 

Philippine Islands— 2 cases bicycles, $110. 

Piraeus— 2 cases bicycles, $57. 

Rotterdam — 12 cases bicycle material, $496. 
Southampton— 1 case bicycles, $16; 2 cases 
bicycle material, $30. 

St. Petersburg— 1 case bicycle material, 

Trieste — 1 case bicycles, $25; 6 cases bicycle 
material, $75. 

Uruguay— 2 cases bicycles, $90. 

Venezuela— 3 cases bicycle material, $100. 

Wants Some of Major's Glue. 

Deputy Sheriff Murray has received two 
executions against the Major Cement Com- 
pany, of 461 Pearl Street, this city, in 
favor of Charles A. Wilson for $1,627, and 
William J. Watt for $374. The business was 
started in 1876 by A. Major, and the present 
company has carried it on since November 
10, 1896. It was incorporated under New 
York laws, with a capital stock of $10,000. 
The annual report filed in February last 
showed assets of $8,000 and liabilities of 

It Righted Itself. 

It is astonishing how quickly a thing will 
go wrong, and then, without any apparent 
reason, right itself and be as it was origi- 

An incident of this sort was noticed re- 
cently and seems to be worth recording. A 
machine that had not been ridden for a 
week or so was brought out, preparatory 
to removal to another place. The rear tire 
was a little too slack, and a hand pump was 
requisitioned upon to add the necessary air. 
After inflation, however, when the nipple 
was unscrewed, all the air rushed out, ap- 
parently in great haste to escape from con- 
finement. The check had become jammed 
and no efforts with the valve cap availed to 
release it. 

As it was becoming dark, and there was 
but a short distance to go, it seemed scarce- 
ly worth while to take the valve out or to 
hunt up a repairer. So the machine was 
ridden for about a couple of miles with the 
tire deflated and without any damage result- 
ing. This done, it was consigned to a store- 
room overnight. 

The next morning it was brought out, with 
the expectation that the valve would have to 
be removed and cleaned and the check re- 
leased. From force of habit, however, the 
tire was inflated and the nipple unscrewed, 
in the full expectation that the air would 
pour forth as before. Just the contrary hap- 
pened, however. Not a particle of air es- 
caped, the valve was perfectly tight, and 
it was hard to believe that the occurrence 
of the previous evening was not a dream. 

A Trick Worth Knowing. 

Why do you tickle the float of your car- 
burettor so as to start your motor? asks a 
motocyclist well posted in the game. No 
doubt the majority of "chaff eurs" think it is 
a defect of the carburettor, but it is quite 

At a high speed of the motor the vacuum 
created by the piston is almost instanta- 
neous, and the air rushes on the surface of 
the spirit and creates a considerable spray. 
But when the motor is only starting the air 
flows very slowly through the carburettor, 
and therefore the mixture does not contain 
sufficient gas to be explosive. The fact of 
weighing on the float causes the spirit to 
overflow, and the amount of gas is thus in- 

The same result can be obtained in a differ- 
ent way. If a piece of rag is impregnated 
with spirit and put in part of the tube 
through which the air is drawn to the car- 
burettor, the motor, instead of sucking in 
pure air, draws in the vapor of the spirit 
which impregnates the rag. A motor can 
often be started in this way when the sup- 
ply of the carburettor is insufficient. 

The Retail Record. 


Pomona, Cal. — J. C. Johnson, sold out. 

Plattsburg, N. Y— Honsinger & Jerry, sold 

Colorado, Tex.— Charles H. Townsend, sold 

Bradshaw, Neb.— J. A. Buckmaster, sold 

Rochester. Penn.— Frank E. Gray, repair- 
ing, closed. 

Clinton, Ind— O. O. Craft, succeeds Craft 
& Swinehart. 

Grand Rapids, Mich.— Cycloid Cycle Com- 
pany, sold out. 

Northampton, Mass. — Tidd, Bridges & Co., 
out of business. 

Southington, Conn.— E. W. Hazard, suc- 
ceeds G. W. Smith. 

Upper Alton, 111. — C. N. Streeper, succeeds 
I. N. Streeper & Son. 

Campello, Mass.— E. B. Pratt, Main and 
Chestnut streets, closed. 

East Douglas, Mass.— Walter Fairfield, re- 
moved to North street. 

Buffalo, N. Y.— Finn & Sullivan Company, 
succeeds Finn & Sullivan. 

Blunt, S. D— Howard Brothers, succeed 
Howard & White Brothers. 

Michigan City, Ind.— J. E. De Wolfe, suc- 
ceeds W. O. H. Davis & Co. 

Bath, N. Y.— J. Curtis, removed from the 
Ives Block to the Purdy Block. 

Springfield, Mass.— Millard & Wilbur Com- 
pany (not incorporated), selling out. 

Greenwich, Conn.— A. M. Poindexter, en- 
tered into partnership with C. J. Ferris. 

New Britain, Conn. — Doherty & Lavoie, 
closed by sheriff. 

Jacksonville, Fla.— Florida Cycle Company, 
suits $850. 

Detroit, Mich.— Joseph Davis, chattel mort- 
gage renewed, $320. 

Florence, S. C— J. D. Trevathan. 
Elizabeth City, N. C— Peter Spire, loss 
Browns Valley, Minn.— William Redetzke. 

East Orange, N. J.— Frederick L. Knapp, 
No. 340 Main street, two bicycles stolen. 
Hempstead, L. I. — August Porrier, Main 
and Franklin streets. 

The Iver Johnson's Arms and Cycle 
Works, of Fitchburg, Mass., is distributing 
buttons showing Major Taylor mounted on 
an Iver Johnson racer. Of the champion- 
ship races this season the "Major" has al- 
ready captured the one-quarter, one-third, 
one-half and two-mile events, 

Recent Incorporations. 

East Orange, N. J.— The National Frame 
and Metal Company, with $60,000 capital, 
$1,000 paid in, to manufacture frames and 
other parts of bicycles; corporators, Charles 
A. Fox, John S. Kaufman and O. T. Sey- 

Buffalo, N. Y.— Niagara Pedal Company, 
with $10,000 capital. Directors— Willard 
Parker and M. H. Wright, Buffalo, and H. 
A. Smith, Chicago. 




Old Types Falling Into Disfavor Owing to 
Popularity of Coaster=Brakes. 

Owing to the extensive use of the coaster- 
brake, riders of to-day are much better 
equipped with brakes than for a long time 
past. Yet even now it seems to be only 
in conjunction with the coasting feature 
that the cyclist will permit himself to be 
fortified with this safeguard. 

In fact, it actually seems as if brakes of 
other kinds were more in disfavor than 
ever. On the present season's output of new 
machines it is probable that the proportion 
of brakes— other than coaster-brakes— was 
smaller than ever before, if such a thing- 
were possible. The fitful attempts to evolve 
a satisfactory brake or to push those already 
on the market which were held to come 
nearest to filling the bill in this particular 
certainly have not been greater this year 
than usual; if there has been any change it 
has been in the other direction. 

It is even more evident that the majority 
of makers have not taken as much trouble 
as- usual to supply some kind of a brake. 
In the past the sum of these efforts was 
usually the fitting of a hand operated spoon 
brake working on the front tire, and while 
it was about as inefficient — considered as a 
means of regulating the speed on down 
grades— as could well be imagined, it was at 
least equivalent to making a "bluff" in this 
direction. But even this half hearted at- 
tempt to provide the rider with a brake- 
nearly always against his will— appears to 
be on the decline. 

It is not altogether surprising that this 
should be so. The maker can hardly be 
blamed for not going to the expense of fit- 
ting a brake when he is plainly told the 
rider does not want it— although this oper- 
ates hardly on the not inconsiderable num- 
ber who want good brakes and want them 
badly. For the matter of that, the maker 
thinks he is hardly used when he has to 
supply a brake and does not get anything 
extra for it. 

At the present time he is very apt to take 
the position— sound enough in most particu- 
lars—that for any one who wants a brake, 
and is willing to pay for it, there is the 
coaster-brake ready at hand. It is far and 
away the most efficient and reliable brake- 
viewed merely as such — on the market, and 
should be chosen for that fact alone, to say 
nothing of that being but one-half its ex- 
cellencies. This being so, why should he 
furnish any other brake at all? 

Whether the argument is altogether sound, 
or whether it covers the whole case, these 
may be open questions. But there appears 
to be Httle doubt that they will be answered 
in the affirmative in a large majority of 
cases. Consequently, other forms of brakes 
are in for a period of even greater neglect 

than the one they have been passing 

It must be admitted that this outcome is 
not one to be condemned too sweepingly or 
too readily. If the disappearance of the old 
types of brakes meant the complete absence 
of speed reducers on modern machines, there 
could hardly be two opinions on the subject. 

But far different is the case. In place of 
these apologies— and frequently where they 
were never used— is found a real brake, one 
that will check the speed or stop the ma- 
chine entirely on the steepest hill. That 
alone is worth much more than everything 


Here's An Attractive Valve. 

It is so long since anything new in tire 
valves has developed that change has ap- 
peared improbable if not impossible. This 
seeming assurance has been disturbed, how- 


Spring Devices Necessary In Motocycle 
Construction — Absorb Vibration. 

ever, by the American Pneumatic Valve 
Company, of Buffalo, N. Y., who have begun 
the manufacture of the Pickett two-part 
valve, shown by the accompanying illus- 

As will be noted, it is a radical departure 
from the type in general use, but for all of 
that it has much to commend it to attention. 
The two parts are made of rubber, the valve 
being substantially a part of the tire itself. 
No metal parts are employed and no valve 
hole in the rim is necessary, the Pickett 
valve being located in the under side of the 
tire; if the tire creeps the valve creeps with 
it, and cannot be injured or affected. 

The valve stem or plug is flexible; to in- 
flate the tire a slender metal pump nipple is 
inserted, forcing aside the plug, the flexibil- 
ity of which permits it. 

The extreme simplicity and cost of the 
valve are expected to appeal to the trade; it 
is claimed that it can be made for less than 
the rubber nipple used with the metal valves 
now in use. It is claimed to be absolutely 
airtight, that it is always get-at-able, and 
easy to clean or repair— claims that, on ap- 
pearance at least, seem reasonable. 

Frank N. White, now of No. 127 Duane 
street, New York, aud once one of the best 
known figures in the tire trade, is interested 
in the valve and is showing it in the metro- 
politan district. 

It is not going to be the easiest thing in 
the world to obtain the requisite strength in 
motocycles without getting entirely too much 
vibration. The latter evil is present in even 
more pronounced shape as it is, owing to the 
presence of the motor. 

When the greater speed attained is also 
taken into consideration, it is easy to see 
why the machine should jump about as it 
does when traversing roads that are at all 
bumpy. Indeed, on some of them it taxes 
the rider to keep on the saddle, and the 
wonder is that the machine is not upset. Of 
course, there is always the reduction of speed 
as a remedy, but this is not a pleasant alter- 
native when the exhilaration of rapid flight 
is considered. 

It may be said that spring devices are at 
hand, and that their fitting is a much more 
easy matter than is the case with the ordi- 
nary bicycle or tricycle. This will be read- 
ily granted, and it is very probable that re- 
course will be had to springs as a partial 
relief from what would otherwise be an 
intolerable situation. Already the acme of 
luxuriousness has been reached in saddles, 
and those used on some of the up-to-date 
motocycles quite put the bicycle saddle to 
shame. Everything that is possible in this 
direction will undoubtedly be done. 

But springs will add to the already great 
weight and complexity of the motocycle. 
Undoubtedly the greatest efforts after moto- 
cycles get down to some sort of a standard 
will be to materially reduce the weight; and 
when such a movement gets well under way 
it will not be easy for springs to make much 
progress. It may be, though, that they will 
have become well intrenched before the 
lightening process gets well started. 

"Motocycles and How to Manage Them." 
The name explains the nature of the book. 
Price 75 cents. For sale by The Goodman 
Company. * * * 

Points of Difference. 

There are so many different elements en- 
tering into the running of machines that it 
it: almost impossible to rig up two of them 
so as to be exactly alike; much less is it 
practicable to make an accurate estimate of 
the capabilities of machines that are made 
to participate in impromptu coasting 

From experiments said to have been made 
by the Gladiator Company, of Paris, it is 
calculated that with a tire with the tread the 
thirty-second of an inch thicker than another 
there is undoubtedly two or three seconds 
difference in 333 metres. 

Other points entering into the calculation 
are a few pounds per square inch more 
pressure of inflation, difference in total 
weight of system, i. e., cycle and rider; posi- 
tion of rider, the condition of the bearings, 
i. e., whether properly adjusted or purposely 
left loose; the condition of the chain, etc. 



Says Motor Vehicles Are Not Nuisances. 

Is the motor vehicle a public nuisance or 
an improved method of locomotion? Should 
it be banished from the public highways 
or admitted to them as an honored user 

These were the questions propounded to 
an intelligent New Jersey jury last week 
and supported by arguments and evidence 
by the respective supporters of the widely 
differing assertions. But, although the law 
was expounded and made clear by a learned 
Justice of the State's Supreme Court, and 
the question reduced to one of fact, the jury 
was unable to reach a conclusion. After 
twenty-three fruitless ballots, with an agree- 
ment apparently as far off as ever, the Court 
had no recourse but to discharge the per- 
plexed jurymen. 

The case was one brought in the Bergen 
County Court at Hackensack, N. J., and Jus- 
tice Jonathan Dixon, of the New Jersey Su- 
preme Court, in charging the jury, inter- 
preted the law bearing upon the issue raised. 
As the question depends not upon the con- 
struction of statutes but upon the applica- 
tion of principles of common law, the Jus- 
tice's analysis applies with equal force in 
other States. 

The suit was for damages for the death 
of Mrs. John L. Guyre, who died from in- 
juries received by being thrown out of her 
carriage at Midland Park, N. J., her horse 
having taken fright at a motor vehicle oper- 
ated by Dr. William L. Vroom. 

The prosecution having made the conten- 
tion that the motor vehicle was a nuisance 
and had no rights upon a public highway, 
Justice Dixon charged as follows: 

"The question is whether the machine 
driving along the country roads without a 
horse in front and discharging steam be- 
hind is so likely to frighten a horse on the 
highway and thus endanger the road as to 
constitute the machine a nuisance. 

"It is argued that it is an improved method 
of locomotion, but it does not follow that it 
is to be tolerated. The right to drive horses 
along the highway is an established right. 
a common right, and if a modern method of 
locomotion is used of such a nature that it 
commonly brings discomfort and danger to 
those exercising the common right, the 
established right of travel on highways, 
then it is a nuisance and cannot be toler- 

"But it does not follow it is a nuisance 
because it occasionally or exceptionally 
frightens horses. That would not make it 
a nuisance. In order to make it a nuisance 
its common effect must be to substantially 
interfere with the people who drive horses 
along the highway. 

"It is of such a nature that it is so likely 
to frighten horses and thus endanger travel- 
lers on the highway as to make it a nuisance 
or is it only its 'exceptional effect? If it is 
its common effect, then it is a nuisance; if 
exceptional effect, it is not a nuisance. 

"If this method of locomotion is a com- 
mon nuisance, and was the approximate 
cause of death, then the defendant is re- 

Deceptiveness of Gradients. 

How many motocyelists are there who are 
able to tell, even approximately, the steep- 
ness of the gradient which they are some- 
times just barely able to climb? If they 
hazard a guess they nearly always err on 
the side of steepness, imagining the rise to 
be much greater than it really is. 

As a matter of fact, a rise of one in five 
is almost never encountered, even in this 
country, on what with any degree of truth 
may be termed a highway. Indeed, one in 
ten is an extraordinarily sharp incline to be 
maintained for any considerable distance, 
and such road building as this would not 
be tolerated in European countries. 

In France the main roads are graded to 
one in twenty as the steepest gradient, while 
ic England they are content to have hills 
of one in sixteen and even one in ten for a 
few yards, or a few hundred yards, in many 
miles of nearly level main roads. Double 
the number of horses or more have to be 
sent with heavy loads than would be re- 
quired if this short bit of road were im- 
proved, and this unnecessary power is a 
very serious expense. 

To Test a File's "Bite." 

In the matter of file testing, if one has the 
chance to "shove" the tool under working 
conditions, it is the best way to test the 
sharpness. But there is another way which 
is quite good, and, within limits, is helpful 
to the buyer— although it was learned from 
a seller. This looks to the so-called "angle 
of repose" of a block of metal resting upon 
the file, while the latter is inclined to the 
horizontal. Thus, suppose you have two 
files, one of which will keep a flat metal 
block from sliding when it is at a certain 
angle; while the other, when it is inclined at 
a greater angle, will keep the same block 
still; then the second one will have the 
sharper teeth of the two. The maximum 
angle at which the file lies to the horizontal 
while keeping the block in place through 
the "bite," does not quantitatively measure 
the sharpness of the file teeth; but it is a 
pretty good straw by which to judge the 
wind, and better than the usual thumb tests 
made over a shop counter. 

England's Exports Still Declining. 

The cycle export trade of Great Britain 
shows no improvement. The August ship- 
ments reached a total of only £40,610, as 
compared with £41,006 in the previous month 
and £47.734 in August last year. 

Case Hardening Mixture. 

The following mixture is used by some for 
case-hardening: Three parts of bichromate 
of potash and half a part of sommon salt, 
well pulverized and mixed. Heat the metal 
to nearly a white heat, sprinkle the mixture 
on, frying it well in, and then plunge in 
cold water. 

Exports Show Slight Symptoms of Steadying. 

Japan and the Philippines continue the 
bright spots in the export table, as the sta- 
tistics for August show, although British 
Australia also made a spurt of some $6,000 
as compared with the same month of 1899. 

It is about the first time, too, that the ex- 
ports to Great Britain have developed symp- 
toms of steadying, the figures for the corre- 

sponding two months being very nearly 

For the eight months ending with August 
Japan, Cuba and the Philippines are the 
only countries that show increases, but 
Cuba's does not represent recent shipments, 
the totals for August alone showing a shrink- 
age of more than $15,000 during the twelve- 
month. The figures follow: 


-August - 


-Eight months ending August — 

1898. J 1899. [ 1900. 

Values, j Values. | Values. 

United Kingdom 



Other Europe 

British North America 

Central American States and 

British Honduras 


Santo Domingo 


Torto Rico 

Other West Indies and Bermuda 




Other South America 


East Indies— British 



British Australia 


Philippine Islands 

Other Asia and Oceania 


Other countries 














































































Totals $217,252 $149,374 II $5,472,504 I $3,951,285 $2,517,717 
























The Week's Patents. 


658,338. Vehicle Wheel. Joseph N. Byers, 
Urbana, Ohio. Piled Aug. 7, 1899. Serial 
No. 726,391. (No model.) 

658,493. Joint for Cycle Frames. James 
R. Trigwell, London, England. Filed Dec. 
28, 1897. Serial No. 663,896. (No model.) 

658,501. Pell. Albert B. Hunn, Bristol, 
Conn., assignor to the New Departure Bell 
Company, same place. Filed Jan. 11, 1900. 
Serial No. 1,056. (No model.) 

658,595. Internal Combustion Motor. Will- 
iam E. Simpson, London, England. Filed 
April 26, 1900. Serial No. 14,489. (No 

658,624. Bottom Bracket. Giuseppe Eg- 
ger, Trieste, Austria-Hungary. Filed Feb. 
6, 1899. Serial No. 704,713. (No model.) 

658.717. Mechanism for Propelling Rail- 
way Velocipedes, Boats, etc. Gunnar Tjer- 
neld, Carlstad, Sweden. Filed Dec. 28, 1897. 
Serial No. 663,830. (No model.) 

658.718. Speed Mechanism for Bicycles. 
John A. Cardinelli, San Francisco, Cal. Filed 
Sept. 26, 1898. Serial No. 691,848. (No 

658,400. Crank Hanger. John E. Roberts, 
Jamestown, N. Y., assignor to the Straight 
Manufacturing Company, same place. Filed 
Nov. 27, 1899. Serial No. 738,435. (No 

658,406. Interlocking Bicycle. Oscar I. 
Straus, TJ. S. Army. Filed Aug. 5, 1896. 
Renewed Feb. 24, 1900. Serial No. 6,414. 
(No rnodel.V 

658,424. Cycle Crank Mechanism. Patrick 
H. Brennan, Syracuse, N. Y. Filed Aug. 28, 
1S97. Serial No. 649,899. (No model.) 

658,429. Luggage Carrier. Joseph Deni- 
binski, Buffalo. N. Y. Filed May 3, 1900. 
Serial No. 15,315. (No model.) 

658.471. Vulcanizing Press. Frank A. Sei- 
berling, Akron, Ohio, and Alexander Straus, 
New York, N. Y. ; said Straus assignor to the 
Goodyear Tire and Rubber Company, Akron, 
Ohio. Filed Dec. 9, lo^S. Serial No. 698,645. 
(No model.) 

658.472. Vulcanizer. Frank A. Seiberling, 
Akron, Ohio. Filed Mar. 14, 1900. Serial 
No. 8,591. (No model.) 

658,624. Velocipede Brake. Henry A. 
Lamplugh, Birmingham, Eng. Filed Dec. 
18, 1899. Serial No. 740,767. (No model.) 

658.742. Bicycle. Francis J. Stallings, Ef- 
fingham, 111., assignor of one-eighth to Caro- 
line Stallings, same place. Filed Nov. 22, 
1897. Serial No. 659,410. (No model.) 

658.743. Gear Wbeel Transmission. Er- 
win von Trautvetter, Cincinnati, Ohio, as- 
signor of three-fourths to Charles E. Bab- 
bit, Winthrop S. Sterling and Christian R. 
Holmes, same place. Filed Dec. 19, 1898. 
Renewed July 28, 1900. Serial No. 25,142. 
(No model.) 

Design Patent. 
33,251. Fork for Bicycles or Like Tubu- 
lar Frames. Albert M. Price, Chicago, 111., 
assignor to William H. Fauber, same place. 
Filed Oct. 7, 1899. Serial No. 732,978. Term 
of patent, 7 years. 

Chains Should Not Break. 

As a salve for lacerated feelings, caused by 
his having to walk some eighteen miles on 
account of a broken chain, an English phy- 
sician was recently awarded #3.12 damages, 
this being the price of a new chain. He 
brought suit against the makers of the bi- 
cycle, and although it was shown that he 
had changed the gear of his machine from 
84 to 106, having had several extra links 
put in for this purpose, and the defendants 
claimed that a chain intended for the lower 
gear would not stand the strain of the 
higher one, this was held to make no differ- 

The resumption of work at the Westfield, 
Mass., plant of the American Bicycle Com- 
pany, only awaits the arrival of certain 
kinds of stock. As soon as it comes the fac- 
tory will start up with a full complement 
of employes. 



(The Original) 





324 Dearborn Street CKICA60 



I 50 Nassau St., New York City, U. S. A. 

Guaranteed. Price $2.00. 


^3^C^M 3RIDGEP0RT,/MA / SS$>> 

V/////JMmmw\ lesn 

Immediate Delivery. 





Produce the finest artificial light in the world. 


\ 20th Century Revolution in the Art of Lighting. 

They darkness into daylight turn, 
And air instead of money burn. 

No Smoke. No Odor. No Noise. Absolutely Safe, 
They are portable. Hang them anywhere. 



The BEST and only successful 

Incandescent Vapor Gas Lamps 

made. They sell at sight. Nothing like them. 


Agents wanted'everywhere. 

Write for catalogue and'prices. 








CHAS. E. MILLER, 99 Reade Street, 

New York City Representative. 

Special Prices Quoted on Application 
for Front Hubs Only. 

Manufacture's of BICYCLE CONES, CUPS, 
FORGINGS to order. Write us, wtth samples, for 
quotations. Nickle Plating to order. 

Discounts for Large Trade and Early Buyers. 

Send for Circular, Samples and Prices. 



The Bicycle Equipment Co., chFcago^iEl* 

Chicago and Milwaukee Representatives. 


The Lake Shore Route 


Chicago and Milwaukee. 

Frequent fast express trains at con= 
venient hours. 

All agents sell tickets via this popu= 
lar route. 



368 Washington St., Boston. 

461 Broadway, New York City, 

193 Clark St., Chicago. 

The Best Advertising for the 
Irish Trade is 


Specimen copy and advertising rateson 
applicationrates to 

R. J. MECREDY & SON, Ltd., Proprietors, 
49 middle Abbey St., DUBLIN. 

Through Train and Car Service in 
effect April 29, 1900. 



"North Shore" 



Via Lake Shore. 

Via Mich. Cen. 

Lv. Boston 

10.45 A.M. 

2.00 P.M. 

Due Albany 

4.10 P.M. 

7.35 " 

" Syracuse ' 

7.55 " 

11.40 " 

" Rochester 

9.40 " 

1.30 " 

" Buffalo 

11.40 " 

" Toledo 

5.55 A M. 

" Detroit 

8.15 " 

" Chicago 

11.50 " 

4.00 P.M. 

The Finest Pullman Cars will be run on these trains. 
Tickets and accommodations in s'eeping cars for sale at City 
Office, 366 Washington Street and at South Station. 

A. S. HANSON, General Passenger Agent. 



rear 48 Stanhope St., Boston. 

(Opposite former location.) 




(Official L. A. W. Repair Shop.) 

Z h s ZLbornMke 

Boylston St. and Park Square, 

On the border of the most famous ROQTOIV 
Public Garden in America. UV^O 1 VJl^l. 




ViaRockford, Freeport, Dubuque, Independence, 
Waterloo, Webster City, Fort Dodge, Kockwell 
City, Denison and Council Bluffs. 



Buffet -library -smoking cars, sleeping cars, 
free reclining chair cars, dining cars. 

Tickets of agents of I. C. R. R. and connecting 
\ines. A. H. HANSON. G. P. A., Chicago. 


New and Improved Service. Limited 
Palace Trains between 


And all points in the West, North and 


The most direct route with latest improved service and 
fast trains between BOSTON and MONTREAL and all 
Canadian points. 

For Tickets or further information call upon your 
nearest ticket agent or address, 

General Traffic Manager. 

C. M. BURT, 
General Passenger Agent. 




Endorsed by the L. A. W. Everywhere. No. II Broadway, New York. 

The Bicycling 


In which is incorporated " The Wheel and Cycling Trade Review " and the " American Cyclist." 

Volume XL1I. 

New York, U. S. A., October 11, 1900. 

No. 2. 


A. B. C. Meeting Passes Without Expected 

Upheaval — Officers All Re=elected — 

Year's Profits Exceed $600,000. 

As between the American Bicycle Com- 
pany and the rest of the trade, the joke is on 
the latter. 

For weeks talk has been of what would 
happen at the annual meeting. It was con- 
fidently predicted that there would be a 
mighty reconstruction; "combinations" were 
being formed; the "Pope interests" were said 
to he arrayed against the "Coleman inter- 
ests" and a fierce tug of war and general 
upheaval was anticipated. 

But the annual meeting of the big corpora- 
tion has occurred and all the prophets have 
been put to flight, and their prophesies set at 
naught. Absolutely nothing in the nature 
of an upheaval transpired; if any friction 
developed no inkling of it has been permitted 
to escape, and from the outside, at any rate, 
everything appears as smooth and tranquil 
as a calm sea scene. 

The "something" that was to happen was 
booked for the directors' meeting, which fol- 
lowed the stockholders' meeting on Tuesday. 
At the latter gathering everything was com- 
monplace. The president and the treasurer 
submitted their reports and five one-year di- 
rectors were re-elected, after which the meet- 
ing adjourned. 

The Board of Directors then got together 
and although their deliberations were sug- 
gestively protracted, being carried well over 
into Wednesday afternoon, absolutely noth- 
ing untoward occurred as far as known. 
Even the expected shifting about of the 
officials, which seemed certain, did not come 
about, each of the present incumbents being 
re-elected, as follows: 

R. Lindsay Coleman, president; George 
Pope, vice-president; J. E. Bromley, second 
vice-president; T. F. Merseles, third vice- 
president; A. L. Garford, treasurer; C. W. 
Dickerson, secretary. R. Lindsay Coleman, 
Colonel A. A. Pope, H. A. Lozier. George F. 
Orane and George Pope, executive com- 
mittee. Colonel A. A. Pope was also made 
chairman of the Board of Directors. 

Absolutely the only change made was the 
election of George F. Crane, of Baring, Ma- 
goun & Company, to the vacancy in the ex- 
ecutive committee, caused by the death of 
R. Philip Gormully. 

No one was elected to fill Mr. Gormully's 
place as a three-year director; that vacancy 
is still open; the Board, therefore, consists 
of but fourteen members. 

The following resolution appropriate to the 
death of Mr. Gormully was also passed: 

Whereas, since its last meeting, this Board 
has lost a valued member, in the death of R. 
Philip Gormully, 

Resolved, that we record upon the minutes 
an expression of our profound appreciation 
of his sound judgment and wisdom in coun- 
sel; his loyalty, devotion and invariable cour- 
tesy as a business associate; and his upright- 
ness, usefulness and worth as a citizen. 

Further Resolved, that a copy of these 
resolutions, suitably engrossed, be tendered 
to his family as a tribute to his memory, and 
a slight token of our sincere regret and 

While the election passed off without 
change of officers, it is by no means im- 
probable that changes will not occur a little 
later. It is positively known that at least 
one of the titled officers has been anxious to 
retire, and now that appearances have been 
maintained, his resignation does not seem 

As now constituted the Board of Directors 
is composed of the following: 

last week able to foretell that the annual 
report would show a profit, it is safe to say 
that none not on the inside were prepared 
for a profit of the size shown, $605,579 71, 
which is but some $95,000 less than the full 
year's 7 per cent dividend on the preferred 

The figures Avere given out shortly after 
the annual meeting of the stockholders at 
the legal offices in Jersey City on Tuesday 

Among the stockholders present at the 
meeting were President R. Lindsay Coleman, 
Colonel A. A. Pope, H. A. Lozier, J. W. 
Kiser, A. Featherstone, T. B. Jeffery, R. S. 
Crawford, E. C. Mealey, J. W. Spalding, A. 
W. Gump, L. B. Gaylor, W. T. Black, Colonel 
George Pope, C. W. Dickerson and W. A. 

About the only other business transacted 

(Continued on page 24.) 


Boston Trade Organizes— What They Hope 
to Accomplish and How. 

Under the title Boston Cycle Jobbers' As- 
sociation the Boston jobbing trade finally 
completed its projected organization on 
Monday night last. 

George F. Kehew, of the United Supply 
Company, was chosen president, and William 
S. Atwell, of William Read & Sons, secre- 

Excepting the John S. Leng's Sons Com- 
pany, whose representative was called out 
of town at the last moment, all of the city's 
best known and most reputable jobbing 
houses were in attendance and enrolled 
themselves, as follows: The United Supply 
Company, the Iver Johnson Sporting Goods 
Company, William Read & Son, Brown & 
Wales, Bigelow & Dowse, the E. P. Blake 
Company and George D. Boles. 

At the meeting a great deal of time was 
given to discussing the ruinous effect certain 
cut-price and job-lot jobbers have in the past 
had on the retail as well as the wholesale 
trade in New England, and what is consid- 
ered a satisfactory plan of co-operation wiui 
manufacturers who desire to check such 
methods and to protect honest competition 
was outlined: the ' co-operation of the 
manufacturers will be sought. The asso- 
ciation aims to keep in close touch with the 
travelling salesmen who visit Boston, and 
believes they will find it to their interest to 
interview President Kehew, at No. 55 Hano- 
ver street. 

Good feeling prevailed throughout the 
meeting, and as the result of organization it 
is expected that the situation in New Eng- 
land will be considerably improved. 

Tire flakers Met and Missed It. 

The tire manufacturers are still endeavor- 
ing to get together again and reach an agree- 
ment in the matter of price. They held two 
sessions in this city on Friday and Satur- 
day last, but failed to reach an understand- 
ing. Another meeting is in prospect, how- 
ever, when, it is believed, a definite arrange- 
ment will be effected. 



(Continued from poge 23.) 

after the reading of the reports of the presi- 
dent and the treasurer was the election of 
five one-year directors. The Board consists 
of lifteen members, five of whom are elected 
for one year, five for two years and five for 
three years. The election did not in any way 
alter the complexion of the Board, the pres- 
ent incumbents being re-elected: George W. 
Young, New York; Charles L. Ames, Chi- 
cago, 111.; J. W. Kiser, Chicago, 111.; Gardner 
M. Lane, Boston, Mass., and George F. 
Crane, New York. 


President Coleman's report was as follows: 
"To the stockholders of the American Bi- 
cycle Company: 

"I present herewith the first annual report 
of the president of the American Bicycle 

"The properties of the various firms and 
corporations purchased by this company 
were finally transferred to it on September 
22, 1899, and until after that date absolutely 
nothing definite in the way of organization 
of the combined concerns could be done. It 
was then close to the time when samples of 
new goods and their catalogues should be 
ready, and salesmen preparing to go on the 
road for the business of 1900. Many of the 
individual firms and corporations had these 
matters practically all in readiness, but 
others had done nothing toward preparing 
for the business of 1901. There was no 
time for complete and permanent organiza- 
tion for concentration of manufacturing and 
selling interests in order to get the best eco- 
nomical results, and, time being a most im-- 
portant factor, the selling departments were 
handled as best could be arranged under the 

"Bearing in mind that the present fiscal 
year dates from August 1, 1899, the expenses 
of the company during the earlier part of 
the fiscal year were in excess of those of 
the individual companies prior to their com- 
ing into this corporation. The executive of 
the American Bicycle Company, however, 
immediately began to put into effect econo- 
mies by concentrating the selling interests, 
and also the manufacturing of goods, closing 
certain small factories where the cost of pro- 
duction of goods was excessive, and by vari- 
ous other methods, so that in a short time 
many of these economies were in force. The 
full benefit, however, has come to the company 
for only a short period during the latter part 
of our fiscal year. All these economies, and 
others that are being inaugurated as rapidly 
as possible will be in force during the fiscal 
year of 1900-'01. 

"While the American Bicycle Company 
was organizing, dealers, in order to make 
sure that they would have goods to sell, di- 
verted business that otherwise would natu- 
rally have come to this company 

"The policy adopted by the company in 
marketing its goods has had a good effect, 
and we believe that during the coming year 
the trade will be on a more staple basis 
than it has for some years. 

"The auditing of the various forms and 

corporations purchased by the American Bi- 
cycle Company has finally been completed, 
as of the date on which they were taken over 
by this company; and the claims against the 
venders under the contracts for purchase are 
now being adjusted, and will be pushed to 
final completion of settlement as rapidly as 

"The manufacturing and sale of automo- 
biles has had much attention by the execu- 
tive of the company, and as our facilities 
are unequalled for the manufacture and sale 
of such goods we believe that the company 
is in a most excellent position to prosecute 
this branch of the business." 


Treasurer Garford's report, headed "State- 
ment of Condition August 1, 1900," follows: 

1899, affords other interesting comparisons. 
At that time the total assets were given as 
$24,183,744.59, made up as follows: Real es- 
tate and buildings, $3,997,385.67; machinery, 
tools, etc., $5,884,624.77; merchandise, etc., 
on hand, $7,493,486.46; accounts and notes 
receivable and investments, $5,631,715.19; 
cash, $1,176,532.50. The liabilities were stat- 
ed to be $1,893,594.13. 

The item "Plant investment, $31,502,- 
760.89," as given in Treasurer Garford's pres- 
ent statement of assets, did not appear in 
the prospectus, so that it is a natural pre- 
sumption that there was another statement 
bearing the date Oct. 1, 1899, which was not 
given to the public. 


Previous to the meeting one of the direc- 
tors gave out this interview to the financial 



Cash $1,072,88184 

Accounts and notes receivable 4,432,987 03 

Investments in securities, at actual value on August 1, 1900 4,004,700 00 

(These investments produce an annual income of $256,475.) 
Merchandise on hand, including finished product, raw material and supplies 5,815,008 07 
Unexpired insurance 44,537 70 

Total quick assets $15,370,114 64 


Accounts and notes payable $3,280,619 64 

Factory, bonds and mortgages- 
Previous to consolidation $198,457 22 

Less paid since September 1, 1899 77,457 22 

$121,000 00 

, $3,401,619 64 

Net quick assets $11,968,495 00 

If the amount in accounts and notes pay- 
able and receivable is excepted, no item in 
the report is of more interest than that of 
stock on hand. The amount, $5,815,008 07, 
will undoubtedly create a buzz of comment. 


Although the item "Investments in securi- 
ties," $4,004,700, does not so state, the bulk 
of the securities, as is generally known, is 
stock in the Rubber Goods Manufacturing 
Company, both common and preferred, the 
common of which is at the present time net- 
ting about 12 per cent and the preferred 
about 10 per cent; also holdings in the Amer- 
ican Wood Rim Company. Considerable of 
the Rubber Goods stock was, however, re- 
cently offered to the stockholders. Under 
its terms of organization the American Bi- 
cycle Company was to retire $250,000 of its 
bonds annually, beginning in 1901, but dur- 
ing the year the administration made a quiet 
and clever coup that has placed the company 
in a fortunate position in this regard. While 
the bonds were retirable at 105, when the 
price of them was driven away down the 
company went quietly into the market and 
at the low quotations bought up enough to 
retire its own bonds for the next three years. 


The net earnings of the constituent com- 
panies before the amalgamation, as given by 
the prospectus, were as follows: 

1899. 1898. 1897. 1896. 1895. 
$3,983,634 $3,328,884 $3,708,867 $7,763,460 $5,118,957 

This prospectus, which appeared Oct. 1, 

press— an interview tnat is full of interest: 

"The last year has been one of concentra- 
tion and organization for the American Bi- 
cycle Company. Next year will be one of 
results, and in my mind one of great profit 
to the company. The demand for bicycles 
has fallen off very heavily this season, and 
we find ourselves heavily stocked with un- 
sold bicycles. 

"The use of the bicycle has probably 
reached its zenith and is now on the wane. 
The bicycle as a fad is a thing of the past, 
but to a greater or less extent it will always 
be used as a means of transportation. 

"The automobile will in time be the uni- 
versal means of transportation, and the 
future of the American Bicycle Company 
rests in the adoption and development of the 
automobile. We already have two factories 
making automobiles exclusively, and addi- 
tional factories will be utilized as the con- 
ditions warrant. 

"At the moment there is a lack of suffi- 
cient working capital to develop and build 
automobiles We will, however, realize a 
large sum for working capital through the 
sale to our stockholders of the $1,200,000 
common stock and the $3,000,000 preferred 
stock of the Rubber Goods Manufacturing 

"This offering of Rubber Goods Manufact- 
uring Company guaranteed stock to our 
stockholders was made not only to raise ad- 
ditional funds, but was offered as a pay- 
ment for the use of their money upon which 



they had not received any return. The direc- Have Stood the Test. 

tors stand ready to take all the stock not i n a majority of cases riders have used 

taken by the stockholders— in fact, they their coaster-brakes in very much the same 

would have been pleased to have taken the manner as they used their pedals, chains, 

entire amount. tires or other parts of the machines. In- 

"The automobile must be developed in the stead of regarding them as an experiment 

same manner as the bicycle. I have such and going very gingerly about making use 

faith in the successful development of the of them, they coasted when they wanted to 

automobile that I predict that inside of ten and braked when the occasion for so doing 

years there will be more automobiles in use arose. They gave the devices no opportu- 

in the large cities of the United States than nity to play the part of lay figures, but put 

there are now horses in these cities. them to work at once and kept right at it. 

"The demand at present is enormous, and In the face of this treatment there could 
we are unable with our facilities and capital not long be any uncertainty about their 
to supply the demand of our thirty thousand future. If the devices had been poorly con- 
agents throughout the country. Fifteen thou- structed or if the principle itself were wrong 
sand agents. are fairly howling for automo- the verdict— and an adverse one — would have 
biles. We will direct our attention to the been quickly pronounced. 



Net quick assets $11,968,495 00 

Plant investment — 

Per statement dated October 1, 1899 $31,502,760 89 

Less miscellaneous sales of factories and machinery 
closed out since October 1, 1899 334,745 61 

$31,168,015 28 

Less depreciation 1,168,015 28 

. $30,000,000 00 

$41,968,495 00 


Debentures— 5 per cent, due September 1, 1919, in bonds 
of $1,000 each, at par $10,000,000 00 

Preferred stock — Cumulative, 7 per cent, in shares of $100 
each, at par $10,000,000 00 

Common stock, in shares of $100 each, at par $20,000,000 00 

, $40,000,000 00 


Balance $1,362,915 29 

Net profit, 10 months ending July 31, 1900, after paying- 
interest on bonds $605,579 71 

$1,968,495 00 

$41,968,495 00 

automobile costing the purchaser less than But it has been just the other way, and 

$1,000, as that is the popular price. there is not the slightest question that the 

"The automobile of to-day does not meet coaster-brake will enter into larger use than 

my ideal as yet, but next year we will cer- ever nex t year. 

tainly have a machine near perfection. You . 

will then find my stable, now holding nine T Test the Theory. 

horses, transformed to store automobiles, and 

my horses will be sold. Attracted by the plausible arguments ad- 

"The factories we do not need for the dllced in favor of lon g cranks and W S n S ears ' 

manufacture of bicycles we are sub-leasing. a Pawtucket (R. I.) man has had constructed 

Last week, for instance, we sub-leased a fac- for his own « se in a Providence shop a bi- 

tory for $22,000 a year, and this week we c > r ° le with wMch he Ptoses to make a 

hope to sub-lease another factory at $20,000 s «' ies of extensive and, he hopes, exhaustive 

a year rental. These sub-leases are adding tests. 

materially to the working capital of the com- lt wiU nave one inch of crank for 15 

inches of gear, the cranks being 10 inches 

"The prices of our shares are r^culously lou » and the § ear 15a The front sprocket 

low for a company of our stability, with fac- wil1 nave 50 teeth > aDd its diameter will be 

tories and real estate valued at $22,000,000. 16 inches-more than half the diameter of 

The company is a large borrower of money lhe re ^ ular bic y° le wheel " The wheels wiU 

for working capital, and until our loans are be 30 inches in dimeter, and the drop of 

materially reduced I am opposed, as a direc- tl,e cranb bracket wil1 be 1% incnes below 

tor, to the payment of dividends upon the tlie axles - Tne rear sprocket will have 10 

preferred stock, although we have a com- teeth, 
fortable surplus from operations." 

Hake a Good Flux. 

Rucker is Coming Over. 

The well known M. D. Rucker is prepar- Tt is claimed tnat lathe or dri11 chi P s make 

iim for another visit to this country. He an excellent flux for welding iron and steel, 

expects to be able to place on the American especially where a low heat is necessary, 

market the Otto coaster-brake, which has The cni P s are dried out and wash ed in 

created something of a stir in the British borax, and in this form they are most effec- 

trade, five in securing a good weld. 

Curtis on Pedal Situation. 

One of the trade visitors in New-York last 
week was A. B. Curtis, of the Reed & Curtis 
Machine Screw Company, Worcester, Mass. 
As always, Mr. Curtis was breezy and in- 

He was asked concerning the movement 
looking to a combination of or agreement be- 
tween the pedal manufacturers with which 
his name has been connected. Mr. Curtis 
smiled an interesting sort of smile. 

"Yes," he said, "my name has been con- 
nected with something of the sort, but, prof- 
iting by experience, if any agreement is 
reached or combination effected the parties 
to it will have to deposit bonds for $10,000 
or $15,000 before Reed & Curtis will enroll 
themselves. They are able and willing to do 
it any time the others are ready." 

Talk of the condition of the pedal market 
led Mr. Curtis to remark further: 

"It looks as if some of them are endevor- 
ing to drive prices below bedrock in the hope 
that the rest of us will drop the pedal busi- 
ness, and thus leave the field to them for 
the future. But"— and here the Curtis voice 
took on a more decided tone— "if they think 
they can drive Reed & Curtis out of the bus- 
iness they'll have to try some other tactics. 
We were the first in the pedal trade, and I 
imagine we'll stay in it as long as any of 
them. We have money to lose, and can do 
business for fun if the rest of them can, and 
can probably make things even more in- 
teresting than they are now." 

And the Curtis attitude left the impres- 
sion that such an occurrence was not alto- 
gether unlikely. 

Now Coaster Brake Coming. 

The recently organized Buffalo Metal 
Goods Company, Buffalo, N. Y., has a 
coaster brake almost ready for exploitation. 
It is the invention of Charles Barnes, one 
of the originatcrs of the Barnes bicycle, and 
is said to be a marvel of simplicity. The 
company is already making hubs, hangers, 
handlebars, etc., and the fact that the prin- 
cipals, Messrs. Atherton, Sweet & Angle, are 
graduates from the bicycle business, will 
commend the goods to the trade. 

Where riaslin's Interests Lie. 

J. S. Bretz, head of the newly organized 
Pretz Cycle Manufacturing Company, of 
Syracuse, N. Y., was in New York last week, 
and states that the report that H. E. Maslin, 
of E. C. Stearns & Co., is interested in his 
concern is erroneous. Mr. Maslin is, how- 
ever, interested in the Stearns Bicycle 
Agency, which will market the Bretz output 
of Wolff-American bicycles. 

Seeks Fire Damages. 

One more of the suits of the Chainless 
Cycle Manufacturing Co., of Rochester, N. Y. 
—this time against the Security Fire Insur- 
ance Co., of New Haven, Conn.— is up for de- 
cision. In the Court of Appeals, at Albany, 
N. Y., last week there was filed the brief of 
respondent on motion to discuss the appeal. 



WE can't resist the temptation ! For we 
have been telling you so right along, 
and now note how victory succeeds 
victory ; the ORIENT machine always win- 
ners. At the Chicago tournament, behold the 
ORIENT Autogo ridden by Albert Cham- 
pion defeats Kenneth A. Skinner on a speci- 
ally imported French Tricycle and establishes 
four world's record— lA&}i t the fastest mile. 

Fast follows the St. Louis event, where 
five straight races are won by Champion 
and his ORIENT Autogo. 

(We didn't intend to talk about bicycles, 
but cannot resist mentioning Harry Elkes' 
wonderful one hour ride at Brockton, Octo- 
ber 5th, when on an ORIENT Leader, 
paced by an ORIENT motor tandem, he 
smashed the world's record all to pieces.) 

Now here is another prophecy : It is going 
to be just that way with ORIENT dealers. 
Those who represent the line of ORIENT 
vehicles are sure to "lead the leaders" the 
coming year. It is a clear, safe field and 
competition is weak and wavering. 

Visit us at the New York Show in Nov- 
ember and see the greatest product of the cen- 
tury. Space "J," N. E. corner of the Garden. 


Waltham, Mass. 

Orient Bicycles, 
Orient MotocycJes, 
Orient Autogos, 
Orient Victoriettes. 





will be a Feature 
of the 


Strictly High Grade in Every Part and Feature. 


All Manufacturers of High Grade Wheels Should be 
Interested — Many Are. Write Us. 












In which is Incorporated 
"The Wheel" and the "American Cyclist." 

Published Every Thursday 



123=125 Tribune Building. 

(154 Nassau Street) 



Subscription, Per Annum [Postage Paid] $2.00 
Single Copies [Postage Paid] . . 10 Cents 
Foreign Subscription $3.00 

Invariably in Advance. 

Postage stamps will be accepted in payment for subscripiions, 
but not for advertisements. Checks. Drafts and Money Orders 
. hould be made payable to The Goodman Company. 

Entered as second-class matter at the New York, N. Y., 
Post OAce, September, igoo. 

General Agents : The American News Co., New York City 
and its branches. 

^F" Change of advertisements is not guaranteed unless copy 
therefor is in hand on SATURDAY preceding the date of 

USsr " Members of the trade are invited and are at all times 
welcome to make our office their headquarters while in New 
York ; our facilities and information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. 0. Box 2349. 

New York, October ii, igioo. 

Overstock and Outputs. 

The publication of a financial report is so 
new to the cycle trade that the annual state- 
ment of the American Bicycle Company, 
published in another column, will be read 
and digested with uncommon interest. 

last week able to foretell that money had been 
made, the fact that the big corporation is 
able to show a net profit of $605,579 19 will 
prove a surprise to many, but if the report 
conveys any hint of real value to the trade 
as a whole it is contained in the item "Mer- 
chandise on hand, $5,815,008 07." 

The statement brings up the business only 
to the first day of August, before the pur- 
chasing season for 1901 had opened, and that 
the American Bicycle Company begins the 
new year with nearly $6,000,000 of material 
on hand conveys its own moral. It has long- 
been plain that there was a considerable 
overstock somewhere, but .just where it was 
held was the question. The item in the 
American Bicycle Company's report throws 
much light on this phase of the situation. 

fcix millions of dollars represented in fin- 
ished and unfinished material is equal to 
from 200,000 to 250,000 bicycles, and Avith 
the demand of the future difficult to gauge 
knowledge of the fact and the reckoning it 
suggests should not be lost to the trade. It 
makes for caution and more of it in the mat- 
ter of outputs. 

Overdone, but not Done. 

From an optimism born of an unquestion- 
ing faith in the permanency of the bicycle 
business and its maintenance on a high 
level, many people in the trade have passed 
to just the opposite extreme.. 

They view the future through dark glasses 
— the bottom has dropped out of the business, 
and henceforth there will be few sales. 

Not only have people ceased to buy, but 
they have also stopped riding. The novelty 
has worn off and the machines are left to 
rot in the cellar or are given away to any 
one that wants them. In other words, bi- 
cycles have had their day, just as prophets 
in the early days said they would have. 

This revulsion of feeling is not altogether 
surprising in view of the suddenness of the 
slump. But it is an extreme view, and the 
facts, instead of supporting it, are just the 
other way. 

Cycling has been overdone, that is the 
truth, and it is now paying the penalty for it. 
But it is very far from being done. 

In fact, it is entering on a new r phase of 
its existence. The business is about to be- 
come a stable one. Instead of passing- 
through alternate periods of boom and de- 
pression, there will be a steady demand, 
ascertainable within reasonable limits. 

In short, the trade, no. longer deluded by 
visions of enormous and readily absorbable 
outputs, will manufacture and buy only 
what they can reasonably expect to dispose 

Such a policy, restulting in moderate prod- 
ucts and nttle or no left over stock, will, in 
many cases, pay better than the one that has 
ruled in the past. 

Demand is Growing. 

So absolutely do steel spokes and wood 
rims rule the cycling world, being considered 
to be the only proper materials from which 
to make these articles, that it is not easy to 
imagine any great change taking place. 

Nevertheless, the coming of motor vehicles 
presages just such a change. Especially is 
this true where the heavier vehicles are con- 
cerned, matters there being frequently re- 
versed, curious as this may seem. 

Even where the smaller and lighter rnoto- 
cycles are in question, it is improbable that 
the present standard will be retained ex- 
cept in the case of bicycles. There present 
methods of construction, in the wheels at 
least, are very likely to be adhered to. 

But already tricycles and quadricycles are 
fitted with steel rims as the standard equip- 
ment, and it is an open question whether 
they will ever be replaced by wood ones. 
The gain with the latter is scarcely suffi- 
cient to compensate for their greater lia- 
bility to go wrong. 

The facilities for manufacturing steel rims 
in this country are exceedingly limited. One 
or two firms have been sagacious enough to 
set up rim rolling machinery, and they are 
likely to secure the cream of the trade. 

But the probable growth of the demand 
promises to more than keep pace with the 
supply; and in such case importations will 
be the only recourse, carrying in their train 
increased prices. 

There is a hint here that should not be 

k Inconsistencies of The Age. 

It is a common saying that "they do queer 
things in Chicago, 7 ' but we really expected 
better of our respected contemporary, "The 
Cycle Age." 

For some reason or other "The Age," while 
speaking up for motor tricycles, has shown 
its teeth whenever the motor bicycle is men- 
tioned. On one page of its last issue it 
says: "Let us have talk; let much talk teach 
us that we have not yet reached finality in 
bicycle production. The trade needs the re- 
viving spirit of interest. It's time for some- 
body to start some talk." On the same page, 
and while thus proving its own inconsist- 
ency, it charges inconsistency and catechises 
THE BICYCLING WORLD for starting the 
talk about motocycles, and thus creating in- 
terest in motor bicycles. In another portion 
of the same issue it devotes nearly two pages 
to a detailed discussion of the evil of talking 
of the motor bicycle. It maintains that such 
talk serves only to create false hopes in the 
mind of the dealer, who, "The Age" says, 
"will buy them fast enough and sell them 
fast enough when they (the motor bicycles) 
are ready." But because the perfect motor 
bicycle or a perfected type of it, is not yet, 
"The Age" urges that pens and tongues be 
stilled. It would have the trade wait until 
this happy but far removed creation is at. 
hand, and with it a supply that will be equal 
to the expected demand. It must occur to 
"The Age" that, had the pioneers waited for 



perfection in the early bicycles, the cycle 
trade would never have existed. Of them- 
selves, manufacturers' tests are of limited 
scope and influence; it is only when results 
and reports of results with many bicycles 
ridden by many men of many minds in many 
places are obtained that the "fuller mechan- 
ical development" of which "The Cycle Age" 
prates is possible. It is use, not machine 
shop tests, that brings development and per- 

While we are free to confess that we have 
come to believe that the motor bicycle is the 
type of automobile that will ultimately en- 
joy the most extended use and sale, appre- 
ciating its undeveloped state, THE BICY- 
CLING WORLD has not urged it to the ex- 
clusion of the other types; it has spoken of 
motocycles collectively. 

Without intentional egotism we may say 
that until THE BICYCLING WORLD took 
up the subject the trade's interest in moto- 
cycles was lackadaisical indeed. We brought 
telling testimony from many representative 
and widely separated dealers to demonstrate 
that the retail trade could be interested in 
and was ready for the new type. We 
brought the evidence of not a few practical 
motocyclists to prove their enjoyment of and 
satisfaction with the new machine. It did 
much to awaken the trade and convince apa- 
thetic manufacturers that the game was 
worth the candle. The interest since has 
been keen and increasing, and has been kept 
alive; and if this is not within the province 
of a trade journal we do not know what is. 

In attempting to make its case "The Cycle 
Age" is distinctly unfair. It evades our di- 
rect answer to its original criticism, and to 
serve its end selects certain of our utter- 
ances that bear but indirectly on the point 
at issue. If false hopes have been raised it 
is the fault of the individual. For our part 
we have time and again stated our belief 
that the motocycle is not largely of this year 
nor of the next. But it is "just ahead," 
and in small but increasing propor- 
tions the demand and sale will gradually 
attain force and scope. No harm and some 
good is done in keeping the trade's atten- 
tion riveted on the fact, and it is just as well 
that the development of the motor bicycle 
should keep pace with the motor tricycle 
for which "The Cycle Age" itself has said 
a good word. The development, the demand 
and the supply will be the slower if tongues 
are held and pens restricted. If "The Cycle 
Age" is not bereft of logic it must acknowl- 
edge the force of these facts. 

"The Age's" contentions are not without< force, but we expect common fairness 
at its hands. We stated specifically that 
one of the chief reasons for our attitude and 
our effort to awaken and interest the trade 
was the fact that while the cycle trade was 
"on the fence" coming over it were num- 
bers of new people who were encroaching on 
a field that was rightly and logically the 
cycle trade's own. "The Cycle Age" knows 
this to be true. Without taking into account 
the many repair men and small assemblers 
who are "putting up a motocycle or two," 
and without delving very deeply, it is pos- 
sible to call up and name at least seven new 
concerns of some pretensions that have taken 
up motocycles, i. e., motor bicycles, motor tri- 
cycles or motor quadricycles, and are mak- 
ing their manufacture a department of the 
automobile industry. While not unwelcome, 
the new people will appeal chiefly to those 
who ride or have ridden bicycles; whatever 
progress they make will be at the expense 
of the established cycle trade, which cannot 
afford to view such a state of affairs disin- 
terestedly; nor is it proper that a journal de- 
voted to its interests should permit the trade 
to so do. 

If "The Cycle Age" means to play fair, let 
it state this phase of the situation to its 
readers, and they will have a clearer and 
more correct view of THE BICYCLING 
WORLD'S position and opinions; it will also 
remove the odium of our being bracketed 
with that notorious "trimmer," "The Cycling 
Gazette," which writes for the almighty dol- 
lar every time and in every case. "The Ga- 
zette" may "trim" well in the matter of 
motocycles, but when in its automobile an- 
nex it serves up the same urgings to the 
automobile trade that it serves to the cycle 
trade there is small merit in its utterances. 
We have no wish to be classed with such a 

Not Like the Old Way. 

Taught by bitter experience that they were 
not safe without a full complement of tools, 
the early bicycle riders loaded themselves 
down with wrenches, oilcans, spanners, bits 
of wire and all tte other paraphernalia that 
were found to be so useful. 

A toolbag was an absolute necessity, and 
wallets, "multum in parvo" bags and other 
receptacles designed to carry everything that 
might by any possibility be desired followed 
in their wake. Finally matters reached such 
a stage that endurance was no longer pos- 
sible, and human nature rebelled. Then 
came the sans-everything era, when riders 
either carried the essentials—usually deemed 

to be a wrench and oilcan — in tneir pockets, 
in the happy delusion that they were thereby 
saving weight, or depended on their more 
considerate fellows for a loan of these ar- 

if the riders of the man-driven bicycle ever 
thought themselves burdened in the matter 
of emergency tools which had to be carried 
they will surely open their eyes when they 
become motor enthusiasts. It will be pos- 
sible, of course, for them to fall into the 
old improvident way of relying on others, 
but the penalty to be paid when such "an- 
gels" do not materialize is so fearful that 
the practice will soon be checked. There- 
fore, the sooner they learn the mechanism 
of their machines, and place themselves in 
a position to remedy the hundred and one 
incidents that are likely to occur, the bet- 
ter it will be. 

To-day the bicycle is a better, sounder, 
cheaper contrivance than ever before, rightly 
says a contemporary. In lightness, ease of 
running, strength, speed, resiliency and com- 
fort of riding, the machine is as near per- 
fection as it is likely to be. None of the 
recent additions or modifications have been 
of material consequence. This cheapening 
and improvement have popularized the ma- 
chine with thousands who a dozen years ago 
could not afford to ride. 

With the half-inch depth of wisdom that 
is its wont "The Cycling Gazette" talks of 
"menances to the trade." But it overlooks 
about the worst that ever existed— the cy- 
cling journal that invited every crook and 
shyster in the business to join the honest 
merchants in "pufling" themselves and their 
goods in their own language in its columns, 
and which tried to get advertising by point- 
ing out that "it never changes a word, like 
the other papers do." None knows the paper 
and the policy more intimately than "The 

One of the best tributes to THE BICY- 
CLING WORLD is the attention it receives 
from its contemporaries. The care with 
which they follow and remark its utter- 
ances is evidence of its power and reada- 

Some advertisers appear to judge the 
value of a paper by the length and fulsome- 
ness of the "puff" given them. There is at 
least one journal in the cycle trade that 
preys on advertisers of the sort. 




London Letter Which Imparts Much That 
is Interesting and Instructive. 

London, Sept. 22.— It is rather curious to 
note that motor tricycles and even quads 
are more popular in the country districts 
immediately around London and the large 
towns than in the metropolis itself. Within 
a distance of, say, forty miles the motor tri- 
cycle is commonly met, and the extraordi- 
nary thing is that the machines are generally 
being ridden by people who do not give the 
onlooker the idea that they are too well to 
do, though some of them manage to pay 
large prices for some of their cycles. But I 
discovered that a great number of the mo- 
tors are only 1% h. p., and that the demand 
for not less than 2% h. p. tricycles has 
thrown a very great many of the lower 
powered macbines upon the market at very 
low prices. Some, indeed, have been sold 
at ridiculous figures to clear, and especially 
has this been the case with those cycles 
which were provided with tube ignition. The 
other day I was passing through a country 
town about thirty miles from London and 
saw two such machines, the property of a 
man who combines the business of a cycle 
agent with those of a tailor and undertaker. 
He told me that he had bought the ma- 
chines practically new for $100 each, and 
that he himself had altered them to electric 
ignition and could easily get $200 apiece for 
them. I think that there are many such 
motors about at the present time, and in 
districts where the hills are not too steep 
they are quite as good as those of higher 
power. In fact, when geared lower than 
the normal they will tackle most hills, and 
in addition to this are quite fast enough for 
the average rider. 


But the fact that a number of these cycles 
— more than many people suppose— have 
been placed upon the market at the ridicu- 
lous price named does not entirely account 
for the presence of motor tricycles in the 
country and their comparative absence from 
London. The real reason is the trouble of 
riding these machines in thick traffic, owing 
to the labor and bother of restarting them 
after the checks in the traffic which are 
constantly occurring. It really means that 
there must be some system by which the 
motor can be allowed to run independently 
of the actual machine, so that the rider 
can throw it in or out of gear as desired. 
There are certain difficulties in the way of 
doing this, for up to the present most of the 
friction clutches do not seem to have been 
great successes on large cars; hence makers 
seem rather frightened to try them on tri- 
cycles. But as the load is less, these devices 
should have a much better chance when ap- 
plied to the lighter vehicle. Naturally the 
adoption of some such system would mean 
that each motor must be provided with a 

simple governor to prevent the galloping 
which would otherwise ensue, for it is diffi- 
cult to slow a motor down nicely by the 
throttle or ignition, and to be certain of 
quickening its action sufficiently to prevent 
it stopping when thrown into gear again. 
The difficulty does not, however, present any 
insurmountable features. 


There is rapidly appearing a desire partly 
to dispense with the compression tap usu- 
ally fitted to De Dion motors, and to reduce 
the compression, for starting purposes, by 
means of lifting the exhaust valve. This, no 
doubt, does add to the ease with which a 
tricycle or quad can be put in motion; but 
at the same time a compression tap should 
always be fitted as well, in case it is found 
that the rings are inclined to stick, in which 
case a few drops of petrol placed in the 
cylinder has the desired effect of freeing 
them. One of the neatest methods I have 
seen for the lifting of the exhaust valve is 
that which J. Dring, of Bowden brake fame, 
has had applied to his 2% h. p. tricycle. The 
valve is raised by means of a cam actuated 
by a Bowden wire. The long rod (which 
is often awkwardly jointed) to the compres- 
sion tap proper is thus dispensed with, and 
the driving and starting of the machine are 
simplified accordingly. This is a great point 
when selling a motor tricycle to the public, 
who do not like the looks of a multiplicity 
of handles and levers, which, as a rule, 
strike terror to the mind of the novice. Mr. 
Dring has also adapted the Bowden wire 
for the application of the band brake, and 
has obtained a much more powerful grip 
without the complications of the tumbler 
arms and kindred bell-crank levers com- 
monly fitted. There are many places on 
motor tricycles, and even large cars, where 
the Bowden wire can be successfully ap- 


A correspondence of some interest is now 
going on over here regarding the correct 
position of +he clutch upon :notocycles. There 
can be little doubt that it should be placed 
upon the main axle, or rather upon the bal- 
ance gear box, for when thus situated the 
chain is at rest except during the operation 
of starting the machine. A constantly run- 
ning chain has, according to P. L. Renouf, 
who has given much attention to the mat- 
ter, only one mission, and that is to carry 
as much dirt as possible into the gear box. 
I certainly agree with Mr. Renouf, and 1 
can see no reason for placing the clutch 
upon the crank axle, in the manner now so 
common. The alteration is a simple mat- 
ter when designing a new .machine, and 
should receive the attention of manufactur- 
ers just taking up the actual making of 
motor tricycles and quads. 


I hear that a novelty in the line of a motor 
tricycle will be on view at the shows. So 
far as I can gather, the machine has practi- 
cally all the parts of the ordinary motor tri- 
cycle as at present made, but the frame 
follows more upon the lines of the old loop 

patterns used on the early tricycles of twenty 
years ago. The saddle is replaced by a seat 
and the pedals by a footboard. The motor 
has apparently to be started by hand, and 
therefore must have a connecting clutch or 
similar device. Handle-bar steering is em- 
ployed, and the question arises as to whether 
the entire machine is a motor cycle or a 
motor car. Possibly, as there are no pedals, 
it will come under the latter class. 

Changes Will be Few. 

Across the water, where the yearly 
changes in patterns are even of less moment 
than has grown to be the case in this coun- 
try, items regarding the new models are 
filtering through the English press. The ap- 
proach of the shows makes it more difficult 
to preserve secrecy, while it removes much 
of the necessity for it. 

Writing on this subject, the Coventry cor- 
respondent of a contemporary says: 

"Makers are slowly completing their im- 
provements for 1901, among which we can 
hopefully expect some innovation in the way 
of free-wheel devices, and both front and 
back wheel band brakes. No one, however, 
appears to contemplate any radical change 
of design for the cycle, the alteration being 
confined to the smaller parts, such as chain 
wheels, clutches, brakes, etc., although more 
than one well-known firm has signified its 
intention of adopting an eccentric bottom 
bracket in lieu of the eccentric chain ad- 
justment upon the back hub adopted by a 
few firms some two years back." 

Ex=Champion Windle a Convert. 

C. A. Persons, of the Persons Saddle 
Manufacturing Company, Worcester, Mass., 
has developed into a motocycle enthusiast 
of the warmest type. He owns a %% horse- 
power Orient tricycle, one of the most pow- 
erful in use in this country, and the air is 
fairl y impregnated with motocycle enthusi- 
asm when he gets to talking of the ma- 
chine and the joys of motorcycling. 

"I rode bicycles for a good many years," 
he said, "and I thought I enjoyed it, but 
until I got this machine and learned how 
to handle and humor and care for it, I never 
knew what cycling enjoyment really was." 

Quite recently Persons infected ex-Cham- 
pion Willie Windle with the motocycle mi- 
crobe. Windle learned readily, and Persons 
says he got the fever so bad that on the 
Sunday following his first lesson Windle 
was at the Persons residence shortly after 
daylight "looking for more," and this despite 
a drizzling rain. 

Out of Harm's Way. 

Severe but merited was the punishment 
visited on Edward Conners, who was sen- 
tenced last week to ten years' imprisonment 
for passing a forged check on a Buffalo 
firm, thereby securing a $50 bicycle. 

Wants to Buy Sundries. 

D. S. Brown, Watertown, N. Y., is in the 
market for a complete line of cycle sun- 
dries for the jobbing trade. He requests quo- 



Kelly Will Extend Things. 

As announced in last weeks BICYCLING 
WORLD. Charles F. U. Kelly, for several 
years manager of the Detroit branch of the 
B. F. Goodrich Company, has resigned that 
position to accept the more important post 
of general sales manager for the Pennsylva- 
nia Rubber Company, of Erie, Penn. The 
change is a big step forward, but Mr. Kelly 
is just the kind of man to whom such steps 
come naturally. Forcefulness is written all 
over him, and instead, as is usually the case, 
of the man growing up to the position, in 
Mr. Kelly's case the position heretofore has 
had to grow up to the man. 

Although the Pennsylvania Rubber Com- 
pany is a very strongly backed concern 
financially, it has never made much of a 
stir on its bicycle tires, contenting itself 
with marketing a moderate number at me- 
dium prices, which, however, were consid- 
ered among the best of their class. Under 
Mr. Kelly's direction, however, the policy 
of the company will be radicaly changed. 
He has already secured the services of the 
assistant superintendent of the B. F. Good- 
rich company, a man who is considered one 
of the best "rubber men" in the country, 
and will place on the market a complete line 
of highest grade automobile and carriage 
tires, as well as making a vigorous effort for 
bicycle business. Branches will probably be 
established in New York and Chicago at an 
early date, and it is safe to say the products 
of the Pennsylvania Rubber Company will 
ere long be very well known to the automo- 
bile and bicycle trades. 

Will Continue with Carbide. 

Although, as was stated exclusively in 
THE BICYCLING WORLD last week, the 
20th Century Manufacturing Company has 
taken over the Electro lamp and will market 
it in connection with the 20th Century, the 
Electro Lamp Company desires it known 
that, while it will no longer handle lamps, 
the company will remain in existence to 
market carbide in small packages for use 
in bicycle and other portable lamps; it will 
sell under license of the Electro Gas Com- 
pany, the parent company of the carbide in- 

In announcing this fact the Electro people 
style their deal with the 20th Century com- 
pany "an arrangement to handle their lamp," 
but it is known that the latter purchased 
outright everything connected with the Elec- 
tro—name, stock, dies, tools, etc. The lamp 
is now wholly the property of the 20th Cen- 
tury company, and not merely a temporary 
possession, as might be inferred. 

Not the Same Company. 

The Frank E. Bundy Lamp and Sundry 
Company, Elmira, N. Y., is anxious that it 
be not confounded with the Frank E. Bundy 
Lamp Company, whose dissolution was for- 
mally announced last week. Each was a 
separate corporation, and the winding up of 
the one in no way affects the Lamp and 
Sundry Company, which will continue as 
heretofore, and, as Vice-President Bowman 
says, the Bundy lamp will continue to shine 
as brightly as ever. 

M'Lean's Debts Aggregate $12,924. 

Following its assignment, the Durant Mc- 
Lean company, New York, was last week 
petitioned into bankruptcy. Action was 
taken at the instance of these creditors: 
Henry Benoit, $1,097, on an assigned claim 
from the Huntington Manufacturing Com- 
pany; M. Hartley Company, $156, and George 
N. Pierce, $290. It was alleged that the 
company had committed an act of bank- 
ruptcy by making an assignment on Sep- 
tember 28. 

McLean's schedule has* also been filed; it 
shows liabilities of $12,924; nominal assets, 
$1,181; actual assets, $950. 

Seeks American Novelties. 

Albert Brown, of the well known import- 
ing house of Brown Brothers, Limited, Lon- 
don, is now in this country on his annual 
visit. While here he will make his head- 
quarters with Oliver Brothers, No. 127 
Duane street, New York, and will be pleased 
to consider any meritorious cycle or motor 
novelties, with a view of introducing them 
on the British market. 

Working Twenty=two Hours Already. 

The demand for Morrow coaster-brakes has 
already forced the Eclipse Manufacturing 
Company to run its factory, at Elmira, N. Y., 
twenty-two hours a day. Twenty-two hours' 
work at this plant means very much more, 
too, than it did a year ago. Then the output 
was three hundred coaster-brakes a day; 
now it is over one thousand. 

Just As Wc Did Last Season 

We will make a ** clean sweep " in the 
tire business this year. 

Wide Awake Jobbers Will Handle the 


Because We Are the Leaders, and That Means 
a SURE PROFIT for Them. 






Another Trade Pioneer Steps Out — How the 
Famous Names are Passing. 

Under the new order of things in the 
American Bicycle Company most of the 
names that made the bicycle and the bicycle 
trade famous will pass from view forever, 
or at least will loosen one of the links thas 
has kept them before the people. 

Thus, the neAV rule substituting the title 
Columbia Sales Department for the Pope 
Sales Department, Rambler Sales Depart- 
ment for Gormully & Jeffery Sales Depart- 
ment, Cleveland Sales Department for Lozier 
Sales Department, wipes out the names 
Pope, Gormully, Jeffery and Lozier, each of 
which has stood out and been prominently 
identified with the cycle trade since its in- 
ception, or soon thereafter at any rate. 

may also visit Bermuda, Cuba and the other 
islands thereabouts. After his six months' 
vacation is over he does not know what he 
will do. He talks so interestedly of automo- 
biles, however, that it does not seem unlikely 
"that that industry will next claim his atten- 

Mr. Jeffery will continue to make his home 
in Chicago, and his son, Charles T. Jeffery, 
will remain Avith the American Bicycle Com- 
pany, as in the past. 

Mr. Jeffery was born in Devonshire, Eng- 
land, fifty-five years ago. He went to Chi- 
cago in 1868 and entered into the business 
of manufacturing railway appliances and 
general machinery. He continued in busi- 
ness alone until 1881, when his old boyhood 
friend, R. Philip Gormully, came to this 
country from England, and they entered into 
a business partnership that continued unin- 
terrupted until the death of Mr. Gormully, in 
August last. 

He was a prolific inventor, and seemed 
to delight in working out an idea on lines 
wholly different from any one else; it can 
never be said that he copied any one, and 
while some of his devices were frequently 
clubbed "freaks," not a few of them, modi- 
fied and improved, are in general use to-day 
by those who once scoffe at them. He was 
the first man in this country to apply ball 
bearings to a bicycle, the first to use hollow 
forks; spring frames, the detachable sprocket, 
the dished sprocket, the upturned handle 
bar, the detachable tire, and several other 
inventions now universally accepted were 
created by Mr. Jeffery. 

Mr. Jeffery is a great listener, but a 
poor talker, and so retiring that it is related 
of him that he would never attend a cycling 
banquet or meeting for fear that he might 
be called on for a speech. He lived between 
his home and his factory, an occasional visit 
to England excepted. 

The E. R. Thomas Motor Company, Buf- 
falo, N. Y., has adopted "Autori" as the title 
for their motor tricycle which is shown 
by the accompanying illustration. The origi- 

nal machine of inis type was, they claim, the 
first motor tricycle made in America; it was 
exhibited and obtained a medal at the Toron- 
to Industrial Exposition of 1899. It is fitted 
with a Thomas 3 h. p. motor, weighs 200 

pounds and will retail for $350. The ma- 
chine is convertible into either a quadri- 
cycle or a parcel carrier, the Thomas people 
supplying a box which may be substituted 
for the front seat. 

Death removed Mr. Gormully but a few 
weeks since, and now bis partner of many 
years has betaken himself from the indus- 
try in which he played such a part — Thomas 
B. Jeffery has announced his formal retire- 
ment from the trade. His position as man- 
ager of the Rambler Sales Department has 
been filled by the appointment of Charles 
Van Home, a capable, conscientious and de- 
serving man who for nearly fourteen years 
has been identified with the house of Gor- 
mully & Jeffery. 

"I have worked ever since I was fifteen 
years old," Mr. Jeffery said in speaking of 
his retirement, "and now that I have an 
opportunity I am going to take a vacation, 
although I hardly know how to go about it. 
I have arranged for a six months' vacation 
at least, and will devote most of the time 
to travel. I expect to go to California first, 
as I have never been out through that sec- 
tion of the country. I would like to see 
what the American mountain region is like. 

Mr. Jeffery, who is in New York this week, 

Mr. Jeffery carries his age better than the 
average man in active life, and would pass 
for forty-five oftener than fifty-five years old. 

"I attribute my good health and youthful 
appearance as well," he said, "to regular 
habits and hours, together with plenty of 
exercise on a bicycle." Aside from his in- 
terest as a manufacturer Mr. Jeffery has 
really been an active rider; he frequently 
used his wheel in riding to and from busi- 

In the passing of Mr. Jeffery there passes 
one of the interesting characters of the trade, 
but one so modest and retiring in disposition 
that he was too little known personally. He 
was the mechanical head of his house in the 
fullest sense. If a man can love a factory 
Mr. Jeffery loved his. He fairly haunted it. 
Until late years he oversaw everything; no 
matter concerning the factory or its product 
was too small for his attention. It used to 
be a common saying that if he remained 
long away from the plant he would pine 
away. , I j I , 

Of recent years he has not been so self- 
contained, but the thick-set, little man with 
the nervous little cough— a peculiarity of his 
—never did quite "thaw out," so far as any 
one knows. 

When the American Bicycle Company took 
over his business he made it plain to those 
around him that he meant to retire. He told 
them that he intended that the young men 
should have a chance, and while nominally 
the head of the house he practically allowed 
"his young men" to conduct the business. 

He has earned his rest and good fortune, 
and few there are who will say that lie lias 

Novelties Attract Him. 

Albert Brown, of the big English firm of 
Brown Bros. & Co., has sailed for this coun- 
try on business and pleasure bent. He will 
visit New York and other cities, keeping a 
sharp lookout for new things in parts and 




— ^9 










N. Y. 

Fine ^^ Surfaces 






Assortment Strength 


Results Guarantee 

Brandenberg Bros. 
& Wallace, 


llo Lake Street, CHICAGO, 
56 Reade St„ NEW YORK. 










Large Expense Entailed When a Moto= 
cycle is Taken Out. 

Veteran dealers, who have given the sub- 
ject of hiring long and careful considera- 
tion, are wont, as a rule, to give a more or 
less decided negative to the question whether 
the practice can be made to pay. 

There were exceptions to this rule, of 
ccurse. In sections where there was a consid- 
erable hiring population the chief essential 
to success was good management combined 
with sufficient capital to make the provid- 
ing of the necessary machines an easy mat- 
ter. If the machines selected were good 
ones it was largely a question of seeing 
that they were hired to the right people, 
that the hire was paid, and that proper at- 
tention was given to the care of the ma- 
chines set aside for hire. 

But where the amount of hiring done was 
limited, or where the machines were of in- 
different quality and poorly looked after; 
where, in short, the hiring was merely the 
tail of the kite, in such case the result 
was nearly always the same — disastrous. It 
was only a question of time when the prac- 
tice was given up in disgust. 

Whether the chances of success will be 
any greater when motocycles are substituted 
for bicycles remains to be seen. But it is 
plain that the obstacles are much greater, 
while the advantages do not appear to have 
increased in proportion. Both the initial 
outlay and the cost of maintenance are very 
much in excess of those for bicycles, to say 
nothing of the increased liability to get out 
of order. The charge limit, however, is not 
sufficiently increased to compensate for the 
greater expense and risk, and nothing but 
the most careful management will come any- 
where near equalizing matters. 

In a talk recently with one of the prin- 
cipal dealers in motocycles THE BICY- 
CLING WORLD man was given a graphic 
picture of some of the obstacles encountered 
in doing a profitable hiring business. 

"Although we charge $1.75 for the first 
hour, there is actually no money in it un- 
less a machine is taken for more than one 
hour," said the dealer. "In fact, the $1.75 
charge will no more than cover expenses, 
and we never encourage such short time hir- 
ing. If we can get two hours' hiring we 
come out all right; but even then we do not 
make a great deal out of it. It is only 
when a machine is taken for a half or whole 
day that we feel at all satisfied. 

"You see, there is so much to be taken into 
consideration when a motocycle is in ques- 
tion. When it comes in it has to be cleaned, 
and that alone is a job that will keep a 
man busy for an hour or more. Freshly 
sprinkled streets are almost certain to be 
encountered, no matter how short a distance 
the machine is ridden, and the mud is 

thrown all over the vehicle. It is no easy 
job to remove it, I tell you," and he pointed 
to a man who was down on his hands and 
knees cleaning the under part of a tricycle 
that had evidently seen recent hard usage. 

"But that is really the smallest part of 
it," he continued. "There are so many 
things that can happen to a motocycle, and 
we have to go over it carefully to see which 
of them have happened. It takes a skilled 
workman for this, too. He goes over the 
machine here in the store, and then he takes 
it out and runs it to see if it does run right; 
it is not enough that it should do so, but 
it must under actual test. Otherwise we 
could never be sure that it would not leave 
the rider in the lurch miles from anywhere. 

"The cost of the gasolene, oil, etc., forms 
another item that, while of no very great 
moment, yet aggregates no inconsiderable 
proportion of the hiring fees. When to this 

Morgan *WrightTires 
are good tires 



How the Coaster=Brake Conduces to Safety 
— One Point Lost. 

Its Fine. 

Morgan * Wright 

NEW YORK 3RANCH: 214-216 WEST 47th ST 


Near Fort Hill Square. 

is added the wear and tear on the running 
parts of the machine, the tires, etc., the al- 
lowance for depreciation, interest on the in- 
vestment, etc., it will readily be seen that 
the initial charge of $1.75 is about swallowed 
up — sometimes a great deal more." 

From which it will be seen that the hiring 
and care of motocycles, even at such figures 
as rule at present, is by no means the sine- 
cure that some people suppose. 

To Take Expander Bars. 

In these days of 'cycle remodelling many 
riders desire to have expanders put in to take 
the place of the regular handle-bar binding 
clamps. The ordinary head can be remod- 
elled to hold the handle-bar with an expander 
by having the fork stem cut off directly 
above the lock-nut threads. The handle-bar 
stem must then be split in three places for a 
distance of about two inches up from the bot- 
tom and a hole drilled through the top of the 
bar for the passage of the expander rod. 

Extremely low crank hangers are no longer 
as fashionable as they were a year or two 
ago, consequently the number of broken 
pedals, bent cranks, etc., is much smaller. 

This being so, the coaster-brake loses an 
opportunity to score a point. It would have 
been just the thing to go with such drops as 
three and one-half and three and three- 
quarter inches, and would have saved many 
a mishap. With the fixed gear the rider 
knew that the crank must complete its revo- 
lution, no matter what unpleasant conse- 
quences might result. In making a turn or 
in riding on rutty roads the pedals would 
frequently strike, and while the rider might 
know beforehand just what would happen 
he had absolutely no way to prevent it. 

With the coaster-brake, however, it would 
often be possible to avoid such an occur- 
rence. The slightest backward pressure 
would be sufficient to check the progress of 
the cranks, and they could be held in a hori- 
zontal position or near enough to prevent 
the pedals froni striking. 

In other ways the coaster-brake will often 
prove its usefulness. Many bad accidents 
have happened through a too closely built 
crank catching in a loose chain and playing 
hob generally. In such case, if the chain 
does not break, the frame stands a good 
chance of being doubled up, especially if the 
machine is going fast. With a coaster-brake, 
however, the matter would right itself auto- 
matically; the coaster would be thrown in 
operation the instant the crank caught in 
the chain, and the crank could not complete 
its revolution. 

Should a rider's foot get caught between 
the crank and the chain stays— as has not 
infrequently happened— the result would be 
the same. Or, should a shoelace wind itself 
around the crank end ox between the pedal 
and the crank, the rider would be equally 
lucky— provided his machine was fitted with 
a coaster-brake. With a fixed gear, however, 
trouble would almost certainly result. 

Repairs to Rims. 

When a wood rim is split for six inches or 
more, as sometimes happens, few riders or 
repair shop men attempt even a temporary 
repair. Yet one may easily be made if a 
piece of tin can be gotten, as is usually the 
case. Cut the tin into a strip about an inch 
wide and long enough to wrap about the rim 
the whole length of the split after the tire 
is removed. Wrap it tightly, and secure the 
ends with stout tacks, then take a hammer 
and pound it down into the cavity of the 
rim, which will draw the parts closely to- 
gether. After replacing the tire and inflat- 
ing it, tire tape should be wrapped about the 
tire and rim, as the cement may not hold to 
the tire very well. 



Reward of Progressiveness. 
it is noteworthy thai the lirst of the Eng- 
lish company reports i<> be submitted to 
the public thai of the Raglan Cycle and 

Anli-Kriction Bull Company -is, all things 
considered, a satisfactory one. A profit of 
nearly $55,000 is shown, and this permits a 
dividend of 3 per cent to be paid, after car- 
rying some $15,000 to the already large re- 
serve fund. To the unprejudiced mind the 
fact that the Raglan company was the only 
English linn of established reputation to put 
out a .$40 bicycle during the last season 
would seem to have something to do with 
shis showing. 

Wants Railway Cycles. 

An order has been placed in this country 
for a number of railway bicycles to be used 
by the linemen of the United States Signal 
Corps in repairing the telegraphic line be- 
tween Tien-Tsin and Peking. It is supposed 
that General Chaffee regards it necessary to 
keep this telegraphic line open in order that 
the United States Government may commu- 
nicate promptly with the Legation Guard at 
Peking at all times. The railroad bicycles 
have been ordered to be sent on the next 

What's the Time. 

A booklet with this title, just published by 
the Chicago. Milwaukee and St. Paul Rail- 
way, should not only be in the hands of 
every traveller, but should have a place on 
the desk of every banker, merchant or other 
business man. 

The four "Time Standards" which govern 
our entire time system, and which are more 
or less familiar to most of the travelling 
public, but by many others little understood, 
are so fullj explained and illustrated by a 
series of charts, diagrams and tables that 
any one who ciiooses can become conversant 
with the subject in question. There are 
also some twenty-four tables by which al- 
most at a glance, the time at any place being- 
given, the hour and day can be ascertained 
in all the principal cities of the world. 

A copy of this pamphlet may be had on 
application to Geo. H. Heafford. General 
Passenger Agent, Chicago, inclosing two- 
cent stamp to pay postage. *** 

False Alarm Over 1901 Prices. 

Strange as it may seem, California and 
the Pacific i 'oast not infrequently see 
and the riders arc using the new year's 
models before they have been displayed in 
the East, where the factories are located. 
In this way news of new prices and other 
particulars frequently come East via the 
Pacific Slope. 

An instance of the sort, which created 
something of a false alarm occurred this 
week. Los Angeles papers reached New 
York containing the advertisement of the 
Sterling agent at that point stating that 
1901 Sterlings at $30, racers at $40, were 
"now on sale." 

It was at once assumed that these figures 
gave a cue to the American Bicycle Com- 
pany's prices for next year. Colonel George 
Pope, vice-president of the American Bicycle 
Company, states, however, that the figures 
are wholly unauthorized; that no prices have 
been set, and that, as no 1901 Sterlings have 
been even manufactured, the wheels in ques- 
tion must be old stock. 

G. A. Boyer, of John R. Keim and E. P. 
Hubbell, of the National Cement and Rub- 
ber Company, were among Chicago trade 
visitors this week. 



Over 100,000 Sold 
Last Year. 

Everyone Civing Satisfactory 

Make Your Cycle Saleable and 

Desirable by Fitting it with 

the MORROW. 

ECLIPSE MFG. CO., elmira, n. y. 

105-107 Chambers Street. 

Favors a Heavy Lubricant. 

Of considerable importance is the selection 
Of the best lubricant for coaster-brake de- 
vices. The heavy oils or other lubricants 
appear to have the best of the argument, and 
are coming into more general use all the 

A rider who has done considerable experi- 
menting along this line sums up his experi- 
ence as follows: 

"I find that the Morrow grips just as well 
with a thick lubricant. Supposing the whole 
device is chock-full— the forward movement 
of the sprocket wheel when you are begin- 
ning to pedal will move the grease for- 
ward, so that even if the rollers are stuck 
in it they are carried forward, too. The 
thickness of the lubricant does not affect 
the grip, as the pressure per square inch 
is high enough to squeeze the grease out 
and give a metal to metal contact." 

Eagle Flits Toward the Pacific. 

Harry Hammond, of the Eagle Bicycle 
Company, left Chicago on Sunday night for 
a trip to the Pacific Coast in the interests of 
the Torrington company. 


Torrington, Conn. 

Spokes and Nipples 

for Bicycles, Motocycles and Automobiles. 

Chicago Office, 

40 Dearborn Street. 



The Smith & Egge Mfg. Co. 



Made of best steel, thoroughly hardened, finely finished and nickeled 
Very strong and durable. 


Catalogue on 





First Pretentious Public Contest of the 
Sort— Little Learned From Results. 

One of the most noteworthy features of the 
much-heralded Catford coaster-brake contest, 
which was held near London on September 
22, was the closeness of the coasting compe- 

Only fifty feet separated the twelfth man 
from the winner— a result which indicates a 
remarkable evenness of running on the part 
of the dozen or more devices entered in the 
contest. In the brake tests, on the other 
hand, there was a very wide disparity in the 
performances credited to the different ma- 
chines. Curiously enough, it was the front- 
wheel brakes that scored most of the honors 
here, they being in some cases almost as 
effective as the combination of front and 
rear wheel brake. 

The contests were witnessed by more than 
three thousand people, and over one hun- 
dred and twenty entries were received, al- 
though the field was limited to fifty. Of the 
latter forty-nine took part in the coasting 
competition and forty-one in the braking 

Restrictions were placed on weights, the 
machines being required to scale not more 
than forty nor less than thirty pounds, while 
an elaborate system of weight handicaps 
was devised to be applied to the riders. For 
example. 163 pounds was taken as the stand- 
ard weight, and a rider turning the scales at 
this figure was placed on scratch; for every 
pound over this weight the rider was penal- 
ized one-half yard. No handicap appears to 
have been imposed on the competitors in the 
braking contest. 

The hill selected measured 247 yards from 
the start to the lowest point; then came a 
rise, along which the distance covered by 
the contestants was measured. The first 

seventy-five feet of the hill had an incline 
of one foot in every 12.81 feet. The next 
323 feet fell 1 in 11.62, followed by 123 feet 
of 1 in 13.54. Then came 177 feet of 1 in 
20.89, and the bottom of the hill was reached 
by a short stretch of 43 feet of 1 in 87. 

No rider was" allowed to accelerate the 
pace by swaying the body or any other 
means, although riders might crouch down 
to avoid the wind. In order to demonstrate 
the clutches had not been tampered with, 
riders returned at once on the same machine 
to the starting point. 

In the brake contest there were three con- 
secutive tests, to ascertain the shortest dis- 
tance in which a free-wheel bicycle can be 
brought to a standstill. Competitors were 
started from the starting line, free-wheeling 
at the greatest pace afforded by the gradient 
to the mark, fifty yards distant. The tests 
were as follows: 

First test — At the mark apply front-wheel 
brake only, or, if not fitted, back-wheel 
brake. Bring machine to standstill and dis- 

Second test — At mark apply back-wheel 
brake only. Bring machine to standstill and 

Third test — At mark apply all brake power. 
Bring machine to standstill and dismount. 

It cannot be said that the contest has ac- 
complished all that was hoped for from it, 
or, at least, the information at hand is not 
sufficient to show this. It is plain that the 
leading machines were pretty well matched 
at coasting, for a difference of less than 5 
per cent between the first and the twelfth is 
a remarkably small one; and in the absence 
of a trial over the same course with fixed- 
gear machines no comparison can be made. 
Such a comparison would have been exceed- 
ingly A r aluable. as it would have given a 
line on the work each class of machine was 
capable of. But it does not appear to have 
been thought of by those in charge of the 

The brake competition shows nothing be- 

yond the fact that a front-wheel brake can 
be made to stop a machine more quickly than 
any other form. This, however, is only what 
might have been expected. The simplicity 
and direct action of these brakes give them 
a great advantage, while it is well known 
that if the rider applies sufficient power. 
and the brake is sufficiently strong to resist 
the strain, the machine must come to a stop 
quicker than if checked in any other way: 
for the front wheel is stopped right in its 
track and cannot skid. 

But no one will contend that this method 
of stopping is the best for checking speed on 
long grades, or at any time except when in- 
stant stoppage is almost a matter of life or 
death. Furthermore, such use of the brake 
as this is almost certain to result in disaster 
to the fork or tire, as one broken fork and 
one bursted tire reported is almost conclu- 
sive evidence. 

The results of the braking contests are 
further confused by the ignoring of the re- 
spective performances of the front, rear and 
combined brakes, the aggregate — that is, the 
sum of all three — being taken alone. This 
makes it impossible to judge of the work of 
the back-pedalling hub brake, although it 
may be mentioned that one of the Morrows 
entered took second place. The chief honors 
were carried off by rim brakes. 


Walthain Tri-Quadricycle Convertible "Autogo," good con- 
dition. Equipped with 2 1-4 h. p. De Dion Motor. Immediate 
Delivery. Can carry two persons, rate 20 miles per hour. 
Reason for selling, owner needs larger carriage. Cost $600. 
will sell at sacrifice. FRANK A. WILMOT, P. O. Box, 
856 Bridgeport, Conn. 


t*!*"(?H 'EAPES I 'SSI 




- Aoo»'S 5 g R /\KE Co. 




into believing that the 



Are not " in it " on the pedal question. 

If you are looking for the right goods at the right prices, - try them and receive an eye-opener. 






and poor tires are just as much of a handicap to 
enjoyment in the race of life as weak lungs. Better 
a fair wheel and high grade tires than a superior 
wheel burdened with cheap tires. Inferior tires 
are lifeless and make the best wheel run like an 


A rider or dealer should pay just as much 
attention to the selection of tires as to the make 
of wheel. 

FISK TIRES lend quality to any wheel. 
Made of the best and the best made. 

Fisk Rubber Company 

Chicopee Falls, Mass. 


that will help pay your rent during the dull 
winter months. 

fl |r "Cftl AD" Acetylene Gas 
TIL OV/LMri House Lamp- 

A Light as Brilliant as Electric Light in Your Own Home. 

Burns with an intense white light that makes an oil lamp pale as a tallow candle. Simple, 
easy to operate, cheaper and safer than kerosene. Absolutely cannot explode. Makes its own 
gas from Calcium Carbide. 

A perfect home light. No Odor. The Greatest Lighting Invention of the Age. No Home 
Complete without it. 

Price, $3.50. 

Our discount to dealers is so liberal that you can make a handsome profit by selling them. 
Send for sample and be the first dealer in your city to show them. 



Drawbacks Little Felt by Users of Moto= 
cycles — The Reason. 

To the uninitiated the greatest drawback 
to the use of gasolene motors comes from 
their smell and noise and heat. 

"How in the world can you expect any 
one to buy one of those things?" exclaimed 
a gentleman who finds nothing to object to 
in his team of high steppers on any of these 
grounds. "Why, I would not have one of 
the 'contraptions' as a gift! Ugly, noisy and 
vile smelling— how can any one get any en- 
joyment out of them?" 

Yet the speaker would really like to get a 
motor vehicle, provided he could find one 
that would fulfil his requirements. But as 
he wants the impossible — a perfect vehicle, 
such as, for example, a carriage minus 
horses and plus no additional weight or com- 
plexity—he is not likely to get it soon. About 
the only thing that would suit him would be 
to have the horses taken out and the shafts 
detached from his carriage, while the latter 
was in some mysterious and unobtrusive 
maimer eudowed with the power of loco- 

To return to practical matters, however, 
the existence of a prejudice against gaso- 
lene motors cannot be denied. At the same 
time, it is equally plain that this prejudice 
is confined almost entirely to non-users of 
the motor. 

What they take the most notice of is the 
odor that follows in the wake of the ma- 
chine, the incessant noise that accompanies 
it and the excessive vibration that appears 
to be its inseparable companion. If that is 
what a rider has to put up with he will say, 
"I beg to be excused." 

That he should reach this conclusion is no 
more surprising than is the directly opposite 
view of the matter taken by the rider. The 
latter pays no attention to the evils alluded 
to, and for a very simple reason — they do 
not trouble him in anything like the extent 
that would be expected. 

The odor is scarcely apparent; it arises in 
his rear and is borne away from him by 
the wind and the progress made by the 
machine. As a rule, he is entirely uncon- 
scious that any disagreeable odor is being 
given out. 

The noise he soon becomes accustomed to, 
and it never occurs to him to object to it. 
On the contrary, it is a welcome sound, for 
as long as it continues unabated he knows 
that the motor is working properly and the 
machine is being propelled as it should be. 

As to the vibration, it is unquestionably 
more pronounced in some machines than in 
others; but in all of them it appears to be 
greater than it really is. The rider is so 
well insulated that the jolts are in a great 
measure absorbed before they reach him. 

Then, too, it should be remembered that 
most of the vibration is caused -by the use 
of high-powered motors. With a motor of 


moderate power there is rarely sufficient 
vibration to be unpleasant. It is only when 
the rider wants more power and more speed 
that he is called on to pay the penalty by 
submitting to increased vibration. At such 
times he is less likely to notice the vibra- 
tion, for his interest is concentrated on the 
speed he is making, except on bad roads, 
and there he must slow up or take the risk 
of a mishap. 

For these reasons the disadvantages of 
the gasolene motor fail to impress their 
users to anything like the degree they do 
others. And even if they did, it is alto- 
gether likely that the thought of their merits 
would more than counterbalance any dis- 
satisfaction that might otherwise arise. 



Analysis of Acetylene. 

In a recent issue of the "Chem Gesell," of 
Stockholm, M. Lnndstroem gives the result 
of a large number of analyses of acetylene 
as now made from commercial carbide. In 
a general way commercial carbide was found 
to give a gas containing 99.5 per cent of 
acetylene. The oxygen (.55 minimum, 1.180 
maximum) and the nitrogen (.20 min., 2.910 
max.) come from the air enveloping the 
pieces of carbide. The pressure of hydro- 
gen (.07 min., .270 max.) is due to the metal- 
lic calcium formed by the dissociation of 
the carbide at a high temperature. The raw 
acetylene, according to M. Lundstroem, may 
even contain as much as 20 per cent of this 
gas. The siliciuretted hydrogen (.800 max.) 
probably comes from the silica which is al- 
ways present in the lime used; as for the 
ammonia (.06 min., 2.800 max.), it comes 
from the nitride of magnesium. Finally, the 
sulphuretted hydrogen (1.340 max.) is due to 
sulphide of alumina, and the phosphoretted 
hydrogen (.03 min., 1.700 max.) to phosphide 
of lime. Carbonic oxide (1.480 max.) is also 

Its Modest Claims. 

Another tire revolutionizer has entered the 
field and is about to make it interesting for 
the standard types. The new departure is 
called the Lattina Cellular, and is, of course, 
positively non-puncturable. The special ad- 
vantages of this tire are said to be that it 
does not inflate, no pumping being neces- 
sary, and there are no valves to leak, with 
no fear of puncture. 

Its construction consists of a series of rub- 
ber disks alternating with air cells. Each 
compartment is full of natural uncompressed 
air, and even if the outer tread should become 
torn away from the compartment it would 
not alter the condition of those on either side 
of the injured compartment. It is easily ad- 
justed by means of logs bolted through the 
rim. No special tools are required, and it 
will fit any rim. 

Another advantage is that ,a smaller size 
tire can be used for heavier vehicles than 
those usually used. 

English Coaster=Brakes Unsatisfactory 
Different Story Told Here. 

"Motocycles and How to Manage Them." 
The name explains the nature of the book. 
Price 75 cents. For sale by The Goodman 
Company. * * * 

There must be something radically wrong 
with the average British coaster-brake con- 
struction when these devices call forth such 
sweeping condemnation as this from "The 
Irish Cyclist": 

"We cannot help thinking that a large 
proportion of the cyclists who purchased free 
wheels this year will discard them at the 
earliest opportunity. It is not because we 
have changed our mind as to the advan- 
tages of the free wheel that we are of this 
opinion. It is due to the belief that the 
majority of the free-wheel cycles sent out 
are defective. In the cheaper types the parts 
are so poorly made that they wiU not with- 
stand wear for any time. The rollers be- 
come flattened and slip, the rings burst or 
get distorted, and troubles ai'ise in other 
directions also." 

Certainly such a state of affairs does not 
exist in this country. If the devices now in 
such extensive use were open to one-half the 
criticisms quoted it would be small wonder 
if they were somewhat in disfavor. 

But it requires only the most superficial 
knowledge of the situation to know that 
such is not the case. In fact, it is doubtful 
if there ever was a time when the position 
of the coaster-brake or its outlook for the 
future was as good as_ it is at the present 
time. Satisfaction with the types in most 
extensive use is, if course, at the bottom of 
much of this feeling, and this could not be 
felt if there was any room for doubt as to 
the device, either in its principle or its prac- 
tical workings. 

It may be that the comparatively small 
number of coaster-brakes that got beyond 
the preliminary stages in this country has 
had something to do with this widespread 
satisfaction. If there had been more— if 
there had been a rush to place on the mar- 
ket scores of so-called cpaster-brakes, the 
greater part of them crude and untried- 
there might very well have been an entirely 
different story to tell. But there was not. 
and of the limited number of applicants for 
public favor all of them had to show some 
good reason for their existence or retire from 
the field. 

It will not do to claim that practical per- 
fection was reached by all, or even by any. 
of the makers of these devices. They had 
many difficulties to contend with, and in 
some instances the results achieved fell con- 
siderably short of the expectation. Actual 
use— and particularly when it was extended 
—revealed defects hitherto unsuspected or 
regarded as only remotely probable. In such 
cases they were grappled with quickly and 
either remedied entirely or to such an extent 
that no actual harm resulted. 

The best proof of this is— not alone the 
almost entire freedom from accidents which 
has been so much ' commented on— but the 
absence of complaints from either public or 
trade. It may be set down as certain that if 
there existed any ground for serious or even 
trivial complaint it would have been made. 
That it has not may be taken as an almost 
certain proof that it did not exist. 



The Week's Exports. 

Exports of bicycles and cycle material 
from the port of New York for week ending 
October 9, 1900: 

Antwerp— 2 cases bicycles, $85. 

Amsterdam— 1 case bicycles, $30. 

Brazil— 5 eases bicycles, $145; 1 case bicy- 
cle material, $57. 

Bremen— 6 cases bicj r cle material, $320. 

British Australia— 25 cases bicycles, $1,038; 
13 cases bicycle material, $1,463. 

British West Indies— 20 cases bicycles, 
$467; 20 cases bicycle material, $454. 

British Possessions in Africa— 55 cases 
bicycles, $1,798. 

British Guiana— 14 cases bicycle and ma- 
terial, $538. 

Bordeaux— 1 case bicycles, $151. 

Copenhagen— 1 case bicles, $150. 

Cuba— 3 cases bicycles, $104; 2 cases bi- 
cycle material, $74. 

Central America — 2 cases bicycle material, 

Dutch West Indies — 1 case bicycle ma- 
terial, $25. 

Dutch Guiana— 1 case bicycles, $30. 

Dutch West Indies — 12 cases bicycles and 
parts, $473. 

Danish West Indies — 1 case bicycles, $21. 

Glasgow— 3 cases bicycles, $100. 

Harve — 5 cases bicycles, $125; 10 cases 
bicycle material, $555. 

Hamburg— 8- cases Bicycles, $273; 6 cases 
bicycle material, $445. 

Liverpool — 4 cases bicycles, $160. 

London— 39 cases bicycles, $433; 3 cases 
bicycle material, $101. 

Mexico — 1 case bicycle material, $12. 

New Zeaiand— 14 cases bicycles. $1,702; 6 
cases bicycle material, $114. 

Newfoundland — 1 case bicycles, $12; 4 
cases bicycle material, $85. 

Rotterdam— 16 cases bicycle material, $384. 

Southampton — 3 cases bicycle material, $89. 

Turner Favors Long Cranks. 

Dr. E. B. Turner, the English authority, 
is among those who have "plumped" for 
long cranks and high gears. Hear him: 
"During six months of last year I made a 
great many experiments, and found, as 
tested by body waste, that I could cover a 
distance of thirty miles over give and take 
roads with less exertion, when using a ma- 
chine with 8-inch or 9-inch cranks and 84- 
inch or 96-inch gear, than I could when using 
614-inch cranks and 63-inch gear, although 
the machine with the long cranks was sev- 
eral pounds the heavier." 

Feature of the Fisk. 

A peculiarity of Fisk tires is that one side 
is thickened by means of a strip of rubber 
underneath the outer cover and against the 
fabric. This forms a reinforced tread, which 
allows not only increased use of the tire be- 
fore the rubber is worn through, but by rea- 
son of the peculiar quality of the rubber in 
the snip it cannot work loose from the 
fabric, as is often the case in other tires. 
The Fisk people rate this an important point, 
and one that adds materially to the value of 
Fisk tires. 

The Retail Record. 

Danielson, Conn.— O. Potter, closed for the 

Belmont, Mass. — Joseph Quigley, closed for 
the season. 

Rutland, Vt.— Howland & Ingalls, removed 
to 83 Wales street. 

Lemoore, Cal.— Clark Henry, succeeds Eric 

Bristol, Conn. — A. Munson, succeeds Mun- 
son & Nearing. 

Wallingford, Conn.— R. E. Badger & Co., 
closed for the season. 

Sodus, N. Y.— Bartle Johnson has pur- 
chased the Barber store. 

Riverside, Cal. — F. D. French, purchased 
the business of A. F Palmer. 

Pittsfield, Mass.— J. Alexander, removed 
to the Gates Building, Fenn street. 

Hackensack, N. J. — J. Smith has purchased 
A. W. Fishbough's bicycle business. 

Vineland, N. J. — A. L. Aumack has pur- 
chased the Ross store at Sixth and Landis 

Champaign, 111.— Nicolet & Co., removed 
from No. 26 North Neil street to No. 18 Tay- 
lor street. 

San Francisco, Cal.— San Francisco Riding 
Academy, purchased the White Cyclery, No. 
2,634 Fulton street. 


Millville, Conn.— Nathaniel Reed. 

Palo Alto. Cal.— F. A. Dinsmore. 

Sebastopcl, Cal.— Draper Brothers. 

Chico, Cal.— D. P. Penick, Broadway, be- 
tween First and Second streets. 

Sacramento, Cal.— The Capital Cycle and 
Novelty Works, assembling and repairing. 

New Orleans. La.— George D. Cronan, sued 
for $142. 

Brooklyn, N. Y.— John J. Carey, bill of 
sale, $1. 

North Yamhill, Ore.— F. L. Trullinger, real 
estate mortgage for $300. 

Steelton, Pa.— Keller & Mumma. loss $300. 

Wichita, Kan— Musselman Bros.. North 
Main street., insured. 

Influence of the flotor. 

It is generally expected that the chief in- 
terest in the English shows, both of which 
are scheduled for next month, will be cen- 
tred in motor vehicles. Probably a majority 
of the cycle firms will have something to 
show in this line, most of them confining 
ihemselves to motocycles. 

Many new types of tires are expected to 
make their appearance also. The growth in 
popularity of the motor vehicle, and the 
unsatisfactory character of the present tires, 
has stimulated makers and inventors to put 
forth extra efforts to produce tires that will 
be marked improvements over the present 
patterns. What degree of success will at- 
tend these efforts is entirely problematical, 

The Week's Patents. 

658,750. Pneumatic Tire Fastening. Jo- 
seph A. Berger, Chicago, 111., assignor of 
one-half to John P. Larson, same place. 
Filed Jan. 15, 1900. Serial No. 1,521. (No 

658,861. Ice or Snow Vehicle. Louis Ol- 
son, Minneapolis, Minn. Filed June 7, 1900. 
Serial No. 19,432. (No model.) 

658,867. Bicycle Frame Pump. Charles 
A. Romans, Danbury, Conn. Filed Nov. 2, 

1899. Serial No. 735,566. (No model.) 
658,874. Valve for Pneumatic Tires. Johii 

A. Spencer, Los Angeles, Cal. Filed Feb. 7 

1900. Serial No. 4,379. (No model.) 
658,896. Driving Gear for Velocipedes. 

William H. Hirst, Hull, England. Filed 
June 4, 1900. Serial No. 18,967. (No model.) 
658,901. Machine for Rolling Tubes for 
Pneumatic Tires. William H. Taneyhill, Co- 
lumbus, Ohio, assignor of one-half to David 

B. Aungst, Akron, Ohio. Filed Aug. 4. 1900. 
Serial No. 25,299. (No model.) 

658,909. Saddle Supporting Device for 
Cycles. Dossabhoi S. Fraser, Bombay, In- 
dia. Filed Dec. 2, 1899. Serial No. 738,955. 
(No model.) 

658,920. Wheel. Hyinan Liebenthal, Chi- 
cago, 111. Filed June 21, 1900. Serial No. 
21,054. (No model.) 

658,995. Bicycle Bell Mechanism. Perry A. 
McCaskey. Indianapolis, Ind., assignor to 
Henry T. Hearsej, same place. Filed Oct. 
14, 1899. Serial No. 733,577. (No model.) 

659,054. Velocipede Saddle. Ephraim J. 
Day, Lynn, Mass. Filed Jan. 3. 1900. Serial 
No. 207. ((No model.) 

659,081. Valve for Pneumatic Tires. Wal- 
ter J. Lloyd, Birmingham. Eng. Filed July 
23, 1900. Serial No. 24,590. (No model. I 

059,123. Handle Bar. Alexander Bies. 
Schenectady, N. Y. Filed Jan. 11. 1901 >. 
Serial No. 1,132. (No model.) 

659,138. Velocipede Brake. John Dring 
and Thomas L. Mitchelmore, London. Eng. 
Filed June 19, 1900. Serial No. 20,861. (No 

659,187. Bicycle Fork Crown. Henry L. 
F. Trebert, Syracuse, N. Y., assignor to E. 

C. Stearns. Filed July 16, 1900. Serial No. 
23,853. (No model.) 


33,301. Valve Case for Pneumatic Tires. 
Elton W. McCaslin, Chicago, 111., assignor to 
Morgan & Wright, same place. Filed Sept. 
22, 1899. Serial No. 731.355. Term of pat- 
ent, 14 years. 


35,202. Vehicle Pedals. Cycle Components 
Company, New York, N. Y. Filed June 6. 
1900. The three letters "C. C. C." Used 
since Oct. 1, 1896. 

Want Extension to Provinces. 

So satisfactory have been the results of 
the use of bicycles by Paris postmen in col- 
lecting mail that a considerable extension 
of the system is contemplated. The postal 
authorities are thinking of asking for a 
Parliamentary grant to enable them to ex- 
tend the use of bicycles for this purpose to 
the provincial postmen. 



Fibre as a Noise Reducer. 

Fibre chain wheels are being recommended 
in some quarters for motocycles, both to 
better resist wear and to lessen the noise 
made by the steel ones. It is suggested that 
for the purpose of securing greater strength 
these wheels could be made of two layers of 
fibre with a steel plate between. As a com- 
pensation for the greater noise the latter 
would make, there would be the obtaining 
of sufficient strength to preclude the possi- 
bility of the teeth being torn away. 

The idea of substituting fibre for steel is 
not an altogether new one, although former 
experimenters usually selected the chain for 
this purpose in preference to the chain 
wheel. The Overman company for several 
seasons used a chain made up of blocks of 
fibre and steel, the object sought being to 
lessen the noise. It did accomplish some- 
thing in this direction, but the difference be- 
tween it and a steel chain was not suffi- 
ciently great to commend it to other makers. 
As to increased strength, this claim was 
never made for it. 

It is also a matter of record that fibre 
sprocket wheels were used, and with a cer- 
tain measure of success. The Gormully & 
Jeffery Company fitted them for some time 
on its cheaper models— for the rear sprocket 
wheel, of course; and, if memory serves, on 
their highest priced machines, too, for a 
time. No particular difference was discern- 
ible between them and the steel wheels, and 
they disappeared without causing any com- 

With motocycles it is possible that there 
is a greater sphere of usefulness in store for 

Why theJViotor Loses Power. 

Why does a motor lose its power by heat- 
ing? It is often said it is because the piston 
grips in the cylinder, etc., but the reason is 
quite different, unfortunately, for the piston 
can easily be made so as not to grip. 

The loss of power is largely due to the 
fact that when the explosive mixture is 
drawn into the combustion chamber and 
the cylinder, it acquires about the same high 
temperature, so that the quantity of gas 
contained in the cylinder is much less than 
when the motor is cold. 

Consequently when, after compression, 
the gas is exploded, the power and pressure 
thus obtained are much less than if the 
motor were cold. The depreciation is often 
over 50 per cent. 

For Patching Cracks. 

The following cement will be found useful 
in patching cracks which may have occurred 
in the brazing table: Five parts of pulver- 
ized clay, two parts of iron, free from rust 
(cast iron borings pounded into small parti- 
cles are best), two parts of oxide manganese, 
half a part of salt and half a part of powder- 
ed borax. Mix thoroughly together and then 
add enough water to make it pasty. It 
should be used immediately, pressing it well 
into the cracks. 

Look to Motor Vehicles. 

Some apprehension has been felt in Akron. 
Ohio, lest the rubber mills of that town 
should suffer through the decreased demand 
for bicycle tires. These fears, however, ap- 
pear to have been dispelled by an inter- 
view with a prominent rubber manufact- 
urer of that city, who is quoted in press dis- 
patches as saying: 

"That the rubber trade has not suffered 
from this cause is evident from the fact 
that there are more rubber mills to-day than 
ever before. They are using more rubber 
and making more goods and making money 
in spite of high prices of raw material. 

"Ultimately the bicycle trade will be on a 
sounder basis and prices will be stable. The 
output will keep pace with the demand, and 
the rubber factories will furnish the tires 
as heretofore. The tires to be made for "au- 
tomobiles will far more than counterbalance 
the decrease in tires made for bicycles." 



(The Original) 






.p«.. . imn ,r r . «« 324 Oearborn street. CHICAGO 



I 50 Nassau St., New York City, U. S. A. 

Guaranteed. Price $2.00. 

Immediate Delivery. 



750 CANDLEr POWER,' __^ 


Produce the finest artificial light in the world. 


} 20th Century Revolution in the Art of Lighting. 

They darkness into daylight turn, 
And air instead of money burn. 

No Smoke. No Odor. No Noise. Absolutely Safe. 

They are portable. Hang them anywhere. 


The BEST and only successful 

Incandescent Vapor Gas Lamps 

made. They sell at sight. Nothing like them. 


Agents wanted everywhere. 

Write for catalogue and prices. 







CHAS. E. MILLER, 99 Reade Street, 

New York City Representative. 

Special Prices Quoted on Application 
for Front Hubs Only. 

Manufacturers of BICYCLE CONES, CUPS, 
FORCINGS to order. Write us, wtth samples, for 
quotations. Nickle Plating to order. 

Discounts for Large Trade and Early Buyers. 

Send for Circular, Samples and Prices. 



The Bicycle Equipment Co., Mago,1m£ 

Chicago and Milwaukee Representatives. 



The Lake Shore Route 


Chicago and Milwaukee. 

Frequent fast express trains at con= 
venient hours. 

All agents sell tickets via this popu= 
lar route. 



368 Washington St., Boston. 

461 Broadway, New York City. 

193 Clark St., Chicago. 

The Best Advertising for the 
Irish Trade is 


Specimen copy and advertising rateson 
application rates to 

R. J. MECREDY & SON, Ltd., Proprietors, 
49 Hiddle Abbey St., DUBLIN. 

Through Train and Car Service in 
effect April 29, 1900. 



"North Shore" 



IVia Lake Shore. 

Via Mich. Cen. 

v. Boston 

10.45 A.M. 

2.00 P.M. 

ue Albany 

4.10 P.M. 

7.35 " 

" Syracuse 

7.55 " 

11.40 " 

" Rochester 

9.40 " 

1.30 " 

" Buffalo 

11.40 " 

" Toledo 

5.55 A.M. 

" Detroit 

8.15 " 

" Chicago 

11.50 ' 

4.00 P.M. 

The Finest Pullman Cars will be run on these trains. 
Tickets and accommodations in s'eeping cars for sale at City 
Office, 366 Washington Street and at South Station. 

\. S. HANSON, General Passenger Agent. 



rear 48 Stanhope St., Boston. 

[(Opposite former location.) 




(Official L. A. W. Repair Shop.) 

Boylston St. and Park Square, 

On the harder of the most famous RO^TTlM 
Public Garden in America. U " J ' Wl^l. 





<•*. "•<- Veu 

Via Rockford, Freeport, Dubuque, Independence, 
Waterloo, Webster City, Fort Dodge, Rockwell 
City, Denison and Council Bluffs. 



Buffet -library -smoking cars, sleeping cars, 
tree reclining chair cars, dining cars. 

Tickets of agents of I. C. R. R. and connecting 
'ines. A. H. HANSON. G. P. A., Chicago. 


New and Improved Service. Limited 
Palace Trains between 


And all points in the West, North and 


The most direct route with latest improved service and 
fast trains between BOSTON and MONTREAL and all 
Canadian points. 

For Tickets or further information call upon your 
nearest ticket agent or address, 

General Traffic Manager. 

C. M. BURT, 
General Passenger Agent. 




Endorsed by the L. A. W. Everywhere. No. II Broadway, New York. 

The Bicycling World 


In which is incorporated " The Wheel and Cycling Trade Review " and the " American Cyclist." 

Volume XLII. 

New York, U. S. A., October 18, 1900. 

No. 3. 


Three Days' Session Likely to Result in an 
Ironclad Agreement. 

Certainly none engaged in the manufacture 
of bicycle tires can complain that the situ- 
ation has lacked interest or excitement dur- 
ing the past six weeks. 

Following the breaking away from the 
Tillinghast schedule, conference has followed 
conference and meeting has succeeded meet- 
ing in the endeavor to arrange a truce and 
reach an agreement. 

From the best accounts, none of the gath- 
erings has heat. In fact, they say that the 
erings has lacked heat. In fact, they say 
that the heat generated at the previous two 
days' meeting at the Waldorf-Astoria was 
so great that one of the parties to the dis- 
cussion threatned to print and circulate an 
"exposure" of some kind. 

However that may be, the tire makers 
again got together in the famous New lork 
hotel on Monday of this week. Monday 
brought no results and the conference was 
carried into Tuesday. Tuesday found the 
tire men as far apart as ever. Discussion 
served only to widen the breach. There 
was emphatic talk about cancellation of con- 
tracts and the execution of heavy bonds to 
bind any agreement, but when the talk 
ended nothing had been done and it was 
given out that "it was all off," and that the 
several makers would go their separate ways 
in their own way. 

Then it came out that the four principal 
makers dealing with unguaranteed tires— the 
cause of all the rumpus— would make one 
more effort to coax the dove of peace across 
their thresholds. 

On Wednesday morning this quartette, the 
Hartford Rubber Works, the Diamond Rub- 
ber Company, the Goodyear Tire and Rub- 
ber Company and the Pennsylvania Rubber 
Company got together and spent the entire 
forenoon in conference. At that time it was 
announced that the dove was hovering over- 
head, and that there was every prospect 
that an amicable agreement would be reach- 
ed to-night (Wednesday), to which time the 
meeting adjourned. 

The Bicycling World's informant says that 
the details of the agreement will require the 

services of lawyers for several days, but that 
when it is completed it will be absolutely 
ironclad and that further disturbance will 
be impossible. 

From another interested source it is learn- 
ed that the present minimum on unguaran- 
teed tires, |2.75, will be, in all liklikood; re- 
duced. Just how much there is no means of 

The Bevins Brings Two Suits. 

The Bevin Brothers Manufacturing Com- 
pany, of East Hampton, Conn., has filed two 
bills of complaint in the United States Cir- 
cuit Court against the Starr Brothers Bell 
Company, also of East Hampton. In one 
complaint the plaintiff company claims that 
the defendant company has infringed upon 
its patent for an improved bicycle bell, and 
asks that a preliminary injunction be issued 
restraining the defendant company from the 
manufacture of the bells pending the trial. 
In the other complaint the plaintiff company 
claims that the Starr Brothers Bell Com- 
pany has also infringed its patent for an- 
other improved bicycle bell. Charles L. Bur- 
dett is counsel for complainant. 


Reorganization at Jackson. 

The Jackson (Mich.) Automatic Coaster 
and Brake Company has undergone a con- 
siderable reorganization, and will hereafter 
be known as the Automatic Coaster and 
Brake Company, with headquarters, as be- 
fore, at Jackson, Mich. The coaster brake 
itself has also been altered and improved 
and it is the intention of the new company 
to push it aggressively. 

Manson Plant Sold. 
As a result of the sale last week at Chi- 
cago of the plant of the Manson Cycle Com- 
pany, there will be some $14,000 to divide 
among the creditors. Three bids were re- 
ceived in Judge Kohlsaat's court, and the 
highest, that of Arthur W. Fanning, of $13,- 
500, was accepted. 

Metz Files Pedal Suit. 

C. H. Metz, president of the Waltham 
Manufacturing Company, has instituted 
suit in the United States Circuit Court at 
Boston against the Iver Johnson Arms and 
Cycle Company for alleged infringment of 
his patent, No. 546,071. The patent covers 
one of Mr. Metz's several pedal inventions. 

His notor Bicycle a Development of Such 
Promise as to Cause the Query. 

J. Harry Sager, of Rochester, N. Y.— he 
of Sager saddles and Sager gears— was in 
New York last week, with his motor bicycle 
which he has had in use for several months, 
but which he has been successful in keep- 
ing out of print. 

That it will create a wave of interest when 
it is shown publicly is a safe assertion. It 
has every earmark and appearance of being 
a sure winner, and as a development in 
frame construction and general design it is 
far ahead of anything yet shown; the motor 
is stowed low down in the rear triangle, 
and is driven by chain and sprocket gearing. 

It is not only simple and attractive to the 
eye, but the fact that the front wheel may 
be removed and the ordinary two-wheeled 
front seat attachment substituted, thus con- 
verting it into a tricycle for two, gives it an- 
other selling point that is of immense value. 

In brief, it looks very much as if Sager is 
the long looked for man who has "struck it 

Worcester Plant Sold at Last. 

Middletown, Conn., Oct. 16.— In accordance 
with an order of the United States District 
Court, to sausfy a claim brought by the 
American Surety Company, of New York, to 
foreclose a mortgage of $90,000 and interest, 
aggregating $132,000, the plant of the Wor- 
cester Cycle Manufacturing Company in this 
city was sold to-day to the American Surety 
Company for $87,000. It is understood that 
this sale is in the interest of the New York 
Motor Vehicle Company. 

Orient Reduction. 

The Waltham Manufacturing Company is 
the first to make an announcement of 1901 
price— a reduction of the Orient Leader from 
$65 to $50. At $65 the model was the highest 
priced chain wheel on the market, but at that 
the Orient people say that Leaders formed 
one-third of their 1900 output. 

Admitted Without Contest. 

The will of R. P. Gormully was admitted 
to record in the Probate Court at Chicago 
last week without contest of any kind. , , 




While England's Big Makers Toy With 
Motocycles, Others Are Profiting. 

Loudon, Oct. 6.— It is rather curious to 
uote that so far very few of the best known 
firms in the cycling trade have given that 
attentiou to the mauufacture of the moto- 
cycle that it deserves. With the exception of 
the Ariel company, which has at the present 
time a very long lead here, owing to the fact 
that the designs of the tricycles and quads 
built by the firm have been original and 
have not blindly followed the French models, 
no really large cycle manufacturing com- 
pany has gone thoroughly into the motor 
business. A few have made half-hearted 
attempts, and these houses have done a 
certain amount of trade, principally owing 
to their reputations in the cycle-making line; 
but, generally speaking, it is the middle class 
firm which has shown the most enterprise 
in this direction. In this I do not refer to 
the parts makers, because such houses as 
the Eadie Manufacturing Company, Limited, 
have for some time past been turning out 
excellent motor parts— mostly to French 
models, it is true, but still excellent — and 
these have been largely employed by the 
smaller assemblers, or, as they prefer to call 
themselves, "local manufacturers." But what 
I should like to see is more originality in 
design and an absence of that mere imita- 
tion which is at present the only idea of 
motor making which we have in this 


1 saw a very nice little motocycle car — 
if I may so call it — when I looked in at Fris- 
well's Automobile Palace, on Holborn Via- 
duct, the other day. The machine followed 
the lines of an ordinary cycle quad, but the 
pedals were replaced by a small footboard, 
while the saddle was removed and a com- 
fortable seat attached in its place. The 
whole machine nrach resembled my idea of a 
cycle car. except that the steering was of 
the wheel variety instead of utilizing the 
ordinary handle-bar, which it seems to me is 
n '.ore suitable for such a light vehicle. Wheel 
steering is undoubtedly the thing for large 
cars, but for motors which so much resemble 
the ordinary cycle as the pattern under no- 
tice I think that a wheel is unnecessary, 
and is, indeed, not likely to prove so satis- 
factory in practice, since any form of geared 
steering does not answer so speedily as an 
arrangement of the handle-bar type, and 
hence does not control a light vehicle so 
quickly or with such certainty, for light 
cycle cars or motocycles are given to slip- 
ping when travelling over greasy surfaces. 


This tendency to skid on grease is particu- 
larly noticeable in the ease of tricycles to 
which trailers are attached. The other day 
I saw what might have beep a very nasty 

accident owing to this. The rider of the 
tricycle applied his brake, when the trailer 
skidded violently, colliding with the driving 
wheels of the tricycle and upsetting the lat- 
ter machine. This was directly due to the 
fact that none of the trailers are fitted with 
brakes. In order to prevent the possibility 
of such an accident occurring, the brakes 
should be on the wheels of the drawn ve- 
hicle, but under the control of the rider of 
the tricycle. Under these circumstances any 
sudden application of the brake will not tend 
to upset either machine. 


The larger size motors now fitted to many 
of the more recently imported tricycles are 
already causing great trouble in not a few 
cases. The overheating which takes place 
practically negatives the increased power of 
the motors, and as a result I know four 
riders who have sold their more recently 
bought machines and gone back to tricycles 
of 2% h. p. In another case a gentleman 
who has been troubled by the undue heat- 
ing of the motors of two or three tricycles 
has sold the machines and bought, at a very 
much less figure, a 1% h. p., which does 
not give any cause for complaint in this par- 
ticular. The curious thing is that he obtains 
a very fair speed, taking the whole day, 
somewhat in excess of that he got out of the 
other machines. Moreover, considering the 
period of police persecution through which 
we are now passing, a low-powered tricycle 
is quite fast enough, and likely to prove 
cheaper in the matter of fines, for, really, 
at the present moment the annual bill of 
fines and costs is a very heavy additional 
tax upon the motocyclist, and in some cases 
has amounted to nearly the cost of the tri- 


Motocycles and cars have been freely used 
during this week's elections, and on both 
sides these vehicles have been pressed into 
service. In many of the districts moto- 
cycles have been employed for days before 
the actual polling, the riders using the ma- 
chines for house to house calls and for trac- 
ing any changes of addresses. The average 
politically inclined cyciist is, as a rule, not 
sufficiently good on an ordinary cycle to do 
a very heavy day's work, but on a motor he 
can cover an immense amount of ground, 
and so do good for his side. Nevertheless 
in some districts the users of the machines 
have found it is well not to wear any colors 
showing their political views, as these might 
tend to render the chances of getting along 
without damage to the machine rather re- 
mote. Motocycles are not popular in some 
places, and at election time the opposition 
might be too much for the machines. 


There can be no doubt that before the 
motocycle can hope to become really popu- 
lar not only must the price be reduced very 
considerably— this is a comparatively easy 
thing, as there is now a big margin— but 
some pattern of pneumatic tire must be de- 
vised which will give better wearing results 

than any of the types now offered. At the 
present time the tire question is, without 
doubt, the most serious one for the consider- 
ation of the motocyclist. The tires soon 
begin to show signs of wear, and the covers 
become badly cut in the first thousand miles 
or so. Sundry bands are sold to prevent 
this, or rather to save the actual tire covers, 
for these bands, when badly cut, can be 
replaced, but even this cost is very con- 
siderable, and there is a certain difficulty in 
securing the protecting strips in place. 
There is plenty of opening for an inventor 
who will bring out a tire for motocycles 
which will last for a reasonable time, say, 
as long as the tire fitted to pedal-propelled 

Australian Trade "Away Off." 

Melbourne, Sept. 10. — Almost throughout 
Australia the trade has gone from bad to 
worse. In the southern colonies they have 
experienced a most trying winter, as for 
fully five months it has been exceptionally 
wet— a very unusual thing for this country. 

The trade started the winter badly; the 
season broke about a week before Easter 
and has not let up. It was thought that 
with a fine holiday season to wind up the 
summer the dealers would have something 
to work upon during the "off" term. But 
nature disposed otherwise. Consequently we 
have seen a large proportion of the weak 
houses go to the wall; three failed this week, 
one of them a house of some importance. 

Nothing further has transpired here with 
reference either to the American Bicycle 
Company or the Canadian combine, although 
it is generally understood that the Massey 
Harris people have a good thing on. Sep- 
tember should make a bit of a stir iu the 
trade — that is, if the skies brighten again. 

Racing men are feeling the pinch, and this 
just at the beginning of training. They 
have found that the trade wants none of 
them, and that they can no longer procure 
machines to race upon ad lib. just for what 
advertisement may be derived from the re- 
sults of racing. The next best thing land 
cheapest) is to procure parts and assemble 
them, because, as one of them said: "If I 
have to pay for my jigger I'm not going to 
let any one benefit from my riding!'' Cycle 
racing still goes by the name of sport! 

Death Intervened. 

Sterling G. Wilson, formerly assistant su- 
perintendent of the Snell Manufacturing 
Company, of Toledo, Ohio, died last week 
after an illness of considerable length. He 
was twenty-five years old. and went to 
Erie, Penn., where his death occurred. to 
occupy a similar position with the Penn 
Cycle Works. 

Will be Sold at Auction. 

Frank Miller has purchased the entire 
stock of H. M. Manwaring, the bankrupt 
Bridgeport (Conn.) bicycle dealer, and is ar- 
ranging to dispose of it at auction. The 
price paid is not given. Arrangements are 
now under way for the disposal of the stock 




Those Used in Cycle Construction Give Rise 
to an Interesting Discourse. 

Owing to the low margin of safety in all 
parts used in the bicycle, it is frequently 
necessary to deviate from the standard 
methods of construction. That this is par- 
ticularly true of the bolts and nuts used is 
made clear by a paper read to the British 
Association by President Clements of the Bir- 
mingham Small Arms Company. 

The title of the paper was "Screw Threads 
for Cycles and for Screws Subject to Vibra- 
tion," and the position of the Small Arms 
company, which is one of the biggest makers 
of cycle parts in the kingdom, adds greatly 
to its value. The salient features of the 
paper are appended: 

"When Sir Joseph Whitworth framed his 
system of threads and pitches he had not 
at his command the superior quality of steel 
for the manufacture of screws which we 
have in the present day. If he had, I venture 
to think that his system would have been 
somewhat modified both in shape of thread 
and in pitcn. 

"There are serious objections to the adop- 
tion of a flat-topped thread for screws used 
iii cycle work, and for screws subject to 
vibration. It is certain that the flat-topped 
thread cannot give the frictional resistance 
to vibration which is the case with the 
round top; and in the economical production 
of such work it would be very difficult to 
ma intain the correct shape of the thread. In 
this production screwing dies are chiefly 
used, and these tools show the first and 
most rapid wear on the parts forming the 
sharp edges or corners of the thread. For 
this reason it will be found a serious mat- 
ter to keep up the screwing tackle, male 
and female, in the proper working condi- 
tion necessary to produce flat-topped threads, 
especially if they should have a small angle 
of the sides. 

"I am regarding this matter from t|ie 
commercial point of view— that is, the pro- 
duction of work in quantities to be profit- 
able and accurate, so far as accuracy is 
commercially possible. 

"The screws used in cycle construction are 
subject to even more continuous vibration 
than gun screws, but, owing also to the low 
margin of safety in cycle work, it has been 
found necessary to use shallow threads, so 
as to give the greatest possible strength to 
the core, and to obtain a large angle of the 
sides of thread, which especially is impor- 
tant, as a large number of parts are hard- 
ened, and therefore the greatest possible 
strength of thread is necessary. 

•while a few firms use the Whitworth 
thread exclusively, others use a shallow- 
thread, as before described, in a portion of 

their component parts, with Whitworth 
threads in the remainder. With the excep- 
tion of two instances, the shallow thread is 
adopted throughout for Birmingham Small 
Arms cycle components. 

"Time, however, will not permit me to 
give the reasons why a different thread is 
used in the two exceptions, but they illus- 
trate the necessity which someumes arises 
for the adoption of a different thread to suit 
altered conditions." 


Orient People "Plump" for and Will Fur= 
nish Them in Many Lengths. 

Cushion Frame's Invasion. 

Nothing succeeds like success, and it is 
not surprising that the cushion frame, hav- 
ing won its way in this country, should now 
be entered for the race in Great Britain. 

Such is the case, and the inhabitants of 
the "right, tight little isle" will soon be 
given a chance to see whether they like this 
leading exponent of vibration-absorbing de- 

When the well known Joseph Friedenstein 
departed from these shores a short time ago, 
leaving behind a stock of motocycle parts, 
he carried with him as a fair exchange the 
sole rights for Great Britain of the Hygienic 
Wheel Company's cushion frame. He will 
push the sale of the device vigorously, sell- 
ing the parts ready to be assembled into 
machines or granting licenses for its manu- 
facture in the factories of the larger con- 
cerns. Negotiations having this end in 
view had been pending for some little time, 
Vice-President Chute of the Hygienic Com- 
pany told the BICYCLING WORLD repre- 
sentative last week, and the arrangements 
were completed just before Friedenstein 

"Already," said Chute, "the device has met 
with a favorable reception in England. Ma- 
chines fitted with it are being freely offered 
for trial, and the results have been most 
gratifying. The outlook, Mr. Friedenstein 
writes us, is most pleasing, as the device is 
looked upon as just what was wanted." 

More Decalcomanias in Sight. 

The Scientific Manufacturing Company, 
The Rookery, Chicago, has leased, with an 
option of purchasing, the plant formerly 
used by the Gray Electric Company, at 
Highland Park. 111. The property secured 
comprises eight acres, on which are a three 
story and a two story factory building, to- 
gether with ten cottages for employes. The 
company will manufacture commercial de- 
calcomanias, the supply of which until late 
years came largely from abroad. The equip- 
ment of the plant has been purchased, and 
the company will soon be in readiness to 
make shipments, for which they are already 
taking orders. The executive officers of the 
company are A. M. Crane, president, and 
J. A. Carey, secretary. Mr. Crane was for- 
merly general sales agent of the Illinois 
Steel Company, and more recently assist- 
ant manager of the American Steel and Wire 
Company. The Scientific Company will ca- 
ter for the cycle trade's patronage, among 

not been in vain. 

Its contention that longer cranks were 
needed with the higher gears and that a dis- 
cussion of the subject aud the production of 
combinations of the sort would create stim- 
ulating talk and trade interest awakened 
Orient enterprise, and as a result Orient bi- 
cyles with long cranks and high gears will 
be a feature of the Waltham Manufacturing- 
Company's line for 1901. 

The formal announcement was made this 
week, coupled with the statement that ma- 
chines so equipped were ready for shipment. 

"It is just the bicycle for winter riding," 
say the Waltham people, in drawing atten- 
tion to it, and in urging that it be taken up 
now and made the most of during the re- 
maining months of this year. 

The wheel so equipped will be the Orient 
Leader, the price of which will be reduced 
from $65 to $50, although the equipment ne- 
cessitated changes that increased the cost 
of manufacture. For 1901 the Leader will 
be made in three models. The regular frame 
will have practically the same lines as in 
1900, and will have, either the 26-inch or 28- 
inch front wheel. It will also be made with 
less drop, and be fitted as desired, with 7%, 
7y 2 , 7%, 8, 8% or 8% inch cranks, and with 
any gear up to 120. 

The Orieut people have had several of 
' he wheels in use, and as a result of the ex- 
perience gained say they are positive that 
a great many riders can get better results 
with 7% or 8 inch cranks, and in some in- 
stances even 8%-inch. In reply to their cir- 
cular asking for suggestions for 1901, they 
say the "one demand of the retail trade 
seemed to be for new talking points," and 
having provided a good one they mean to 
make the most of it. . 

Light Will Branch Out. 

At the annual meeting of the stockholders 
of the Light Cycle Company, held at Potts- 
town, Penn., last week, the following offi- 
cers and directors were elected to serve for 
the ensuing year: 

Officers: President and superintendent, 
W. I. Grubb; vice-president, J. S. Wagner; 
secretary and treasurer, E. S. Fretz. 

Directors: W. I. Grubb, E. S. Fretz, M. A. 
Mory, H. B. Christman and J. S. Wagner. 

The company is in a prosperous condition 
and is now turning its attention to automo- 
bile manufacture. 

Heart Disease the Cause. 

Joseph Majersky, who kept a bicycle store 
at First and Mercer streets, Passaic, N. J., 
was fouud dead in his room last week. The 
physician called in certified to his death 
from heart disease. 




" Pretty nearly perfect " is the universal judgement pronounced on 
1900 ORIENTS. Is there any chance for improvement? Just one ! Here- 
tofore manufacturers have confined their attention to bicycle construction, re- 
gardless of the man. The tall rider and the short rider has had difficulty in 
securing a mount exactly adapted to him. It remained for ORIENT pro- 
gressiveness to supply the remedy. 

Experience has shown that in this particular the long crank " crank " is 
not such a crank after all, for high gears and long cranks are the key-note 
of perfect fit, and about the only enthusiastic wheelmen to-day are those who 
are properly fitted. 

We khow that the high gear, long crank combination is practical. Are 
you ready to be convinced ? Write us to give you the benefit of our views, 
and those of many experienced riders. 

Orient agents who do not within a fortnight get full instructions of our 
coming methods, together with confidential disclosures for 1901, please write 
for particulars. 


Makers of Bicycles, Autogos and Motor Carriages. 

the Price ? 

You hear it everywhere and every day. 

the Question 

of the day and hour and of every trade. 

If you are of the cycle trade 


of Star and Bridgeport Pedals, 


We hold the key to the pedal situation. We have 
unlocked it for others. May we unlock it for you? 






In which is Incorporated 
"The Wheel" and the "American Cyclist." 

r Published Every Thursday 

123-125 Tribune Building. 
(154 Nassau Street) 


Subscription, Per Annum [Postage Paid] $2.00 

Single Copies [Postage Paid] . . io Cents 
Foreign Subscription $3.00 

Invariably in Advance. 

Postage stamps will be accepted in payment for subscripiions, 
but not for advertisements. Checks. Drafts and Money Orders 
should be made payable to The Goodman Company. 

Entered as second-class matter at the New York, N. Y., 
Post Office, September, 1900. 

General Agents : The American News Co., New York City 
and its branches. 

(J3F* Change of advertisements is not guaranteed unless copy 
therefor is in hand on SATURDAY preceding the date of 

%3r* Members of the trade are invited and are at all times 
welcome to make our office their headquarters while in New 
York; our faciliiies and information will be at their command 

To Facilitate Matters Our Patrons Should 
Address us at P. 0. Box 2349. 

New York, October i8, 1900. 

No Time for Faint Hearts. 

It is beginning to dawn on the trade that 
the present "slump" is not wholly a mys- 
terious visitation, for the coming of which 
its members are entirely without responsi- 

It was not foreseen— at least, not in all 
quarters— although, in the light of present 
knowledge, it might have been. Eyes and 
ears were closed to signs which might have 
been interpreted had the effort been made. 

It had become too much the custom to 
regard undiminished sales as a permanent 
feature of the business. A falling off might 
be possible at some distant period; but it 
was not necessary to worry about it now, 
reasoned these optimists. 

Lulled by this false security, the trade 
was unprepared for the shrinkage that took 
place, and could not lift a hand to check it. 
In fact, the pace was, if anything, acceler- 
ated by their dazed reception of it. 

Even now there is too general a dispo- 
sition to accept what is deemed the inevita- 

ble; to sit supinely by and listen to— or even 
join in— the cry, "Cycling has gone out of 

Just the opposite course should be taken. 
A timid, disaster-expecting policy cannot but 
make matters worse; yet too many dealers 
show a disposition to follow it. If not com- 
batted it is sure to grow on them. 

Whistling to keep up one's courage is not 
an easy task, nor can it well be made con- 
vincing. It is obvious, therefore, that real 
courage must take the place of the sham 
kind if a winning fight is to be made. 

It is far better for such members of the 
trade as take the view that the business 
will no longer afford a liviug to quit it. By 
so doing they will serve their own interests, 
as well as leave a clear field for those who 
are bolder or take a more hopeful view of 
the situation. 

Above all, now is the time to make a de- 
cision, 1o resolve to stick or to resign one's 
self to the inevitable and get out. 

Only the two courses are open. Those who 
are left will take up their task with a lighter 
heart when the decks have been partially 

Popularity and Cheapness. 

It has been asserted that the curse of the 
age is the craze for cheapness. 

Sooner or later — frequently sooner — every 
article which attains any marked degree of 
popularity is cheapened. The quality does 
not always suffer, or at least not in propor- 
tion to the drop in price, but it is certainly 
not improved in anything like the degree 
that is possible. 

There is much to be said in favor of price 
reductions on articles that have become 

Processes of manufacture have been both 
improved and cheapened, and the maker can 
well afford to make substantial concessions; 
while the buyer is entitled to better figures 
than could have been given to him when 
changes in patterns were frequent and ex- 
periments were the order of the day. Conse- 
quently the logic of events brings about a 
readjustment of values and satisfaction— on 
the part of the public at any rate. 

But when the cry for cheapness is raised 
too soon nothing but harm can result. If it 
is heeded and prices fall in obedience to it 
progress is checked, striving for the best 
comes to an end, and a low standard of ex- 
cellence is set up. If, on the contrary, the 
trade heeds it not, dissatisfaction results or 
the public holds back, waiting for the ex- 
pected drop in prices. 

At the present time the best motocycles 
are none too good, too reliable or too satis- 
factory. Wonderful improvements are prob- 
able—nay, certain; there is scarcely a part 
of the machine that is not susceptible of bet- 
terment, of change. 

But to bring about this transformation 
will require time and money— a liberal sup- 
ply of both. The problems to be grappled 
with are almost inconceivably difficult; yet 
they will be solved before the machines pass 
from the experimental to the thoroughly 
practical stage. 

The passing of the experimental stage is 
just as earnestly desired by those who, un- 
thinkingly or unknowingly, clamor for price 
reductions. Yet that the two are incompat- 
ible is as plain as day and night. 

It is said that motocycles can never be- 
come popular until they become cheaper. 
Granted that this is true; but what of that? 
Popularity is neither desirable nor possible, 
and the less there is heard of it at present 
the better. 

The placing of hundreds of thousands of 
machines at the service of the public would 
be a calamity, for at the hands of careless 
and ignorant users they would reflect 110 
credit on their builders or themselves. So, 
too, such an occurrence is a physical impos- 
sibility; only the most modei-ate demand 
could be supplied now and for some time to 

This being so, why should there be big 
price reductions made to create a popular 
demand? No possible object could be served 
by them at present. 

All that is needed is the production of a 
moderate number of reasonably priced moto- 
cycles. They will find ready purchasers next 

The Wail of the Cycling Galoot. 

There are three of .them — the dog that 
bayed at the moon, the jackass that tried 
to kick over the sun and the "Cycling Ga- 
zette." That they are of a class few will 

If ever there was any doubt about it the 
effort of the "Cycling Galoot"— as the "Ga- 
zette" is so often dubbed — to moralize on "A 
Trade Journal's Duty" is sutficient to dispel 
the most lingering doubt. 

Viewing its own attenuated body and then 
beholding the plumper and healthier BI- 
CYCLING WORLD, the Russian brass 
which enters so largely into the "Galoot's" 
makeup has turned an envious green. Like 
the sun-affected ass, it then brays with one 
end and kicks with the other, believing that 



iu some way or other some of the WORLD'S 
prosperity will be transferred to itself. 

The great mistake the "Galoot" makes is 
iu fancying itself a trade journal and in 
taking itself seriously. It probably never 
will, but it ought to be able to appreciate 
that it never was a trade journal, and as at 
present constituted, never will be one; it 
knows little about the trade it misrepre- 
sents, while the trade has come to know the 
"Galoot's" true measure so well that, ipse 
facto, it cannot become a part of the trade. 
The "Galoot's" prattle about the duty of 
a trade journal is a mirror which faithfully 
reflects itself. It speaks its character when 
it says in effect that, though it knew white 
to be black, it would say it was white until 
some one daubed its eyes and mouth full of 
the blackest soot. 

If the "Galoot" had desired it could have 
used much simpler language to state its 
policy. It might, for instance, have said: 
"We print anything about any one— if it 
promises us a dollar in return; we print noth- 
about any one that promises the loss of a 
dime." Had the "Galoot" used this language 
it would have told the simple truth about 

The "Galoot" tries to defend its policy by 
maintaining that only "taffy" should be 
spread on the pages of a trade journal; that 
it is no place for criticism, for recording 
trade failures, discords, deaths or any other 
misfortune or unpleasantness, or for point- 
ting out trade mistakes and urging that use 
be made of such experiences. 

But when its system is purged of Russian 
brass, if ever it is, it may awaken to the 
knowledge that a trade journal is a faithful 
record and reflection of the trade it repre- 
sents— a record of its trials and tribulations 
as of its joys and triumphs. If it sees a 
wrong it seeks to right it. If it notes prog- 
ress it seeks to hasten it. It aims to make 
of itself a medium for the exchange of trade 
views and opinions; it aims to publish the 
news of the trade while it is news, and 
while doing these things it yet seeks to 
maintain its self-respect and the respect of 
the trade. 

For the most part, the cycle trade is com- 
posed of men, not of hysterical old ladies. 
They cau appreciate an argument, and ac- 
cept an urging; they can read of a failure 
or a lawsuit without a faint or a shiver; 
they can read an unpleasant truth or a 
pointed interview without a wail or a weep, 
and they are as much interested in trade 
disturbances as in trade amenities, as the 

one usually concerns their businesses far 
more than the other; they read papers to 
acquire knowledge and to gain information; 
they want trade news, not trade "puffs" and 

No trade journal or other publication can 
please every one; that is beyond the human 
power, and those papers that, like the "Cy- 
cling Galoot," sacrifice everything to that 
end, become mere milk and water, and with- 
out, power or influence, they must hire asses 
to bray for them, else they attract no notice 
and are lost to view. 

Can any one recall any conspicuous news 
service or other service that the "Cycling 
Gazette" has rendered the trade? Can any 
one turn to its pages of a month or a year or 
two years ago and find a record of trade oc- 
currences as they occurred— the truest proof 
of a trade paper's service and value. 

The "Cycling Galoot" should stick to its 
last. It should continue to hurl editorial 
thunderbolts at tin horn racing men, and 
paper javelins at Li. A. W. politicians; they 
have no advertising patronage to dispense, 
and it is therefore on safe ground. In its 
trade attitude let it hold fast to its reputa- 
tion as the trade lickspittler and continue 
to acclaim that it wouldn't harm a trade 
flea if it saw one. Let it continue to bolster 
the credit and increase the reputation of the 
trade shyster and fakir by throwing its col- 
umns wide open and singing its favorite 
song: "We print any 'putt" from anybody 
(who has anything to advertise) without 
changing a word." 

This policy of permitting the shyster to 
write his own "puff," and thus make himself 
appear as large and as reputable as the 
large and reputable merchant is the key- 
stone of "Cycling Gazette" journalism. It 
has caught some flies, it may catch others; 
but, generally speaking, the trade is begin- 
ning to discriminate between the true and 
the false in trade journalism, as in other 
things, and the "Cycling Gazette" is feeling 
the pinch. 

The "Cycling Gazette" is not a cycling ga- 
zette; it is a journalistic jumble; a journal 
of and for trade puffs; it is a cycling galoot, 
and, capitalized, the term fits it truly and 

it, the repairer to repair it; but with all this 
there is not as much preparation as the 
matter requires. 

As an example, take the repair man. The 
present is his golden opportunity, and for a 
twofold reason: there is time to fit himself 
to meet the rush when it comes, and by a 
fortuitious combination of circumstances 
that time comes just when the repair man 
has nothing else to do but fit himself. 

But how many repair men are taking full 
advantage of the opportunity thus presented ? 
A considerable number, assuredly, for it 
would be a damning indictment of the fra- 
ternity if no members of it were able to see 
beyond the end of their noses. But the 
uumber is by no means as great as "it 
should be. 

Some are saying that they will wait until 
the rush comes; then they will buckle down 
to it and make short work of it. That is 
the easiest as well as the best way, they 
think, and so fool the precious time away. 

Others allege that they are not able to 
take up anything new at this time. All their 
energies are required to keep their heads 
above water after the slack season just 
closing, and they cannot afford to dabble 
with anything else. When spring comes, 
however, they will be in a very different 

This is undoubtedly true, but not in the 
sense they mean. Spring will come and find 
them unprepared or prepared only to do such 
work as their longer-headed competitors are 
obliged or prefer to turn away. In other 
words, it is the leavings that will fall to 
their share. 

Such fatuity is deserving of the severest 
blame, but it is not altogether surprising. 
The non-progressives would not be true to 
their history did they evince a disposition 
to take to heart the lessons of the past. 

But the men who will survive the struggle 
that is taking place are hot hanging back. 
They are studying motocycles, dissecting 
them, repairing them at nominal figures if 
they are not in a position to demand the 
regulation prices. 

It is, with them, anything to acquire ex- 

Making Ready for Motocycles. 

Every week that passes foreshadows more 
clearly the coming of the motocycle. 

There is a considerable amount of prepa- 
ration being made for it; the manufacturer 
is getting ready to build it, the dealer to sell 

"We wonder what sort of an opinion the 
trade entertains toward a paper of the 
BICYCLING W'ORLD character," wails the 
Cycling Galoot. As the last issue of the 
BICYCLING WORLD contained just about 
125 per cent more advertising than did the 
Cycling Galoot, it is evidently a pretty good 




Exhaustive and Illustrated Argument is 
Brought to Bear by Capable Authority. 

As the question of crank length in the 
cycle has produced a great deal of discus- 
sion of a practical nature, says Walter Phil- 
lips in "The Cyclist," I think that the time 
has arrived when something in the way of a 
proof should be given, and without entering 
into the vexed question as to the proper 
length of crank for every rider I will en- 
deavor to show in as popular a way as pos- 
sible what are the relative values of one 
length of crank as against another, and 
then, after deducing a result, to apply this 
to the cranks of a cycle. 

In the first place, a common understand- 
ing must be arrived at. That all the press- 
ure to drive a crank forward must be ap- 
plied at a given point, it must be released 
at a given point, and that the application of 

d- — ■ B 

Fl«. ,. 
5}lo. Cranks. 

the leverage shall be in the same relative 
proportion throughout. We will, therefore, 
assume that the power is applied at 2 inches 
past the top dead centre, and that the effec- 
tive power Avill cease at 2 inches from the 
bottom dead centre, the power being applied 
in a vertical direction, and that the ratio 
be one to ten between the lever and the re- 
sulting oower; three lengths of lever to be 
dealt with, viz., 4 inches, 6 inches and 8 

The half circumferences of circles, of 
which 4 inches, 6 inches and 8 inches are 
the radii, are 12.56 inches, 18.8 inches and 
25.13 inches respectively; after deducting 4 
inches (the added distance of no pressure) 
from each we get 8.56 inches, 14.8 inches and 
21.13 inches, the remaining portion through 
which the power is passed. The relative 
speeds of each of these is inversely as the 
lengths if the same pressure is to be applied 
in a given time; it follows, therefore, that 
the 4 inches would require to make a speed 
of 17.12, 6 inches 19.73, to be equal to the 
8 inches at 21.13; or, if these figures be 
turned into gearing, we get 171 inches, 197 
inches and 211 inches for the respective dis- 
tances the same application of power will 
give when applied at the ends of the 4-inch, 
6-inch and 8-inch levers. Thus, with the 
same total application of pressure there is a 
gain of nearly 20 per cent between the 4- 
inch and 8-inch and of 6 per cent between 
the 6-inch and 8-ineh levers. 

This leads us to consider the application 
of the proof to the cycle, which, being a 
single-acting machine, is dependent on the 
action of a second lever as against a single 
cylinder double-acting engine exerting its 
power on one crank. The cycle has with its 
two cranks a distinct advantage over the 
steam engine, because there is the power in 

Fie. 2,— Centre of Saddle 
Weight, 4iin. back from Ver- 

Fio. 3. — Centre of Saddle 
Weight, uln. back from Ver- 

the cycle not possessed by the engine, it be- 
ing able during a portion of the complete 
revolution to have both feet in action, viz., 
one pushing down on the front stroke and 
the other clawing or pulling up on the back 
stroke. We must again resort to an as- 
sumption in order to show an equality in 
the argument. The downward pressure is 
to end 2 inches from the bottom centre, and 
in all cases the clawing action is to com- 
mence there, and terminate when the crank 
has passed upward half its way to the top 
centre; in other words, it is square to the 
vertical line. 

Referring to Figure 1, which in each case 
represents the respective lengths of lever, 
A is 2 inches past the top centre, B is 2 
inches before the bottom centre (me com- 
mencing point of the clawing action), C is 
the end of the clawing stroke (I call it the 
clawing stroke, but it includes the pulling 
upward). We now take the figures. For 
the 4-inch crank the shaded parts equal 8.56, 
for the 6-inch 14.8 and for the 8-inch 21.13 
inches, but if these be multiplied, so that 
the ratio of the shorter cranks is the same 
as the longer, we get 17.12 inches, 19.73 

Fig. a.— Centre of Saddle Fig. 5.— Centre of Saddle 

Weight, ^Jin. back from Ver- Weight, nio. back from Ver- 
tical. TICAL. 

inches and 21.13 inches respectively as the 
amount wherein both feet are in action, with 
only the same application of pressure. What 
effect the two feet being in action at the 
same time has on the machine can be easily 
arrived at. Taking our assumption as be- 
fore, and reducing the respective lengths of 
the 4-inch and 6-inch cranks to that of the 

8-inch, we get for the 4-inch 19.1 inches, 
6-inch 22.1 inches and 8-inch 26.2 inches of 
the whole circumference of the circles where- 
in both feet are in action, and, if multiplied 
by the ratio of the gear, 191 inches, 221 
inches and 262 inches distance travelled, as 
in the case of the cycle, of the wheel over 
the road. These figures show a gain for the 
S-inch crank of 36.9 per cent over the 4-inch 
and 15.7 per cent over the 6-inch. So far 
the clawing or pull stroke has been taken to 
end in all cases at the same place. In prac- 
tice, however, this is not accurate, and if 
the point on the crank circle be taken when 
the tangent of the circle is coincident with 
the line drawing through the ankle and 
knee joints, it will at once be seen that the 
larger the diameter of the circle the later 
will be this point, and it therefore follows 
that with the 8-inch crank the clawing or 
pull stroke is carried further up. We now 
come to a question with regard to the so- 
called ankle action on the top centre. Again 
examining the diagram, it will be seen that 
the clawing or pull stroke on the bottom 

6-Jin. Cranks. 

— ■-.' Saddle 
Weight, l4jin. back irom Ver. 

,„ Fio, 7.— Centre of Saddle 
Weight. 24m. back from Ver- 

starting 2 inches before the bottom centre 
is reached must have some effect on the 
other foot, which is reaching the top centre, 
and if this latter foot can really be pushing 
in a horizontal direction there is no doubt 
that some power might be added to that of 
the other foot. In consequence, however, of 
the forward position now adopted by riders 
the foot at the top centre cannot approach the 
horizontal at all, but really passes the centre 
with somewhat of a downward pointed ac- 
tion. Figures 2 and 3 are for a 6%-inch 
crank, and show the positions where the 
saddle centre of weight is 4% inches, and 11 
inches back from a vertical line drawn 
through the crank axle. The latter position 
is the one almost universally adopted by 
the ordinary rider, while the former is that 
used by the "speed merchant." The point A 
is the commencement of the pressure, B 
the termination and commencement of the 
clawing or pull stroke, C is the termination 
of the pull stroke, D, E and F are the dif- 
ferent positions of the other foot correspond- 
ing with A, B and C Figures 4 and 5 are 
the same positions for the 8-inch crank. It 
will be seen that the pull stroke in Figures 
4 and 5 is carried much further than in 
Figures 1 and 2. Figure 6 is a position with 
the saddle centre of weight 14% inches back 
from the vertical, in order to obtain the 
first trace of heel dropping before the top 
centre is reached, and it is very doubtful if 



there is any but a retarding pressure as the 
point of the toe is slightly downward; conse-, 
quently the pedal has to lift before it passes 
the centre. To obtain the position of heel 
dropping so much advocated by writers, Fig- 
ure 7 shows us me saddle centre of weight 
24 inches back from the vertical. In all the 
diagrams the greatest amount of heel drop- 
ping possible has been given. I leave these 
figures to your readers, as I consider they 
should at once put an end to the question 
of ankle action. Now revert to Figures 2 
and 4, as compared with Figure 1. It will 
be seen that in Figure 2 the two feet are 
uot in action so long as in Figure 4, and if 
the difference be calculated it will be found 
that there is a further considerable gain of 
the 8-inch crank over the 6Mrinch.. From 
measurements on the figures there is 15 per 
cent difference between them, and, added to 
the former gain, we shall have something- 
like 20 per cent increase of motion from the 
same power. This does not mean, how- 
ever, a paradox, but that there is a greater 
loss of resulting power from the shorter 
crank. How much of this gain is lost in 
friction I am unable to calculate, but if there 
be a loss with the long cranks there must 
be a certain proportion of the loss equally 
attributed to the short cranks. There is no 
doubt from examining the figures that the 
further forward the saddle is placed the 
greater length of pull stroke is available, and 
consequently the longer time both feet are 
in action; Figures 6 and 7 clearly show this 

as compared with the rest of the diagrams. 
This means that if the so-called ankle ac- 
tion at the top is worth anything at all it 
must be got from a backward position, with 
the loss of length in the clawing or pull 
stroke. Riders of all classes have solved 
this question by putting forward their sad- 
dles to overcome the loss. 

Summing up the whole question, I con- 
sider that I have proved that there must be 
an advantage in the use of long cranks from 
a mechanical point of view — a proof that is 
certainly backed up by figures, and, in my 
own case, by practical demonstration. 

Retired Dealer in Luck. 

Word has been received in Newark, N. J., 
that William E. Eldridge, a retired bicycle 
dealer, formerly of that city, and one of 
the best known retailers in the metropolitan 
district, has secured a verdict of $10,000 in 
the Supreme Court of Spokane County, 
Washington, in his suit against the Young 
.America and Cliff Consolidated Mining Com- 

Eldridge some time ago was induced to 
put $10,000 into the concern on the repre- 
sentation that the money was to be used in 
purchasing machinery for working the mine, 
which was reputed to be rich with gold 
and silver ore. He brought suit on the 
ground that the facts were not as repre- 

"Motocycles and How to Manage Them." Price 75 
cents. The Goodman Company. 

flaking High Grades Only. 

The Fisk Rubber Co., makers of Fisk tires, 
are this year making nothing but high grade 
goods, their endeavor being to give better 
quality than heretofore, if possible, at equal 
price. The satisfaction Fisk tires have given 
to Eastern riders the past year will add 
much to their popularity this season, while 
Western dealers clear through to the Pacific 
Coast are now handling and carrying them 
in stock. The growth of the Fisk company 
has been remarkable, and simply goes to 
show what honest endeavor, a high grade 
article and liberal use of customers will do. 
The Fisk factory is reported taxed to its 
utmost capacity. 

Old Timers Seek Relief. 

Two formerly well known figures in the 
trade appeared before the courts last week 
asking for relief under the Bankruptcy law. 
They were Luther H. Porter and James M. 
Gilmour, who composed the firm of Porter 
& Gilmour, makers of bicycles, formerly at 
16 Warren street, New York. The firm lia- 
bilities are $3,346 and no available assets. 
Porter has individual liabilities of $5,366 and 
Gilmour has individual liabilities of $6,166. 
Each has a bicycle as an asset. They gave 
up business four years ago. 

Uses a 12 H.=P. Motocycle. 

M. Rigal, who is now the crack Parisian 
motocyclist, and who holds the mile record 
of 1:161-5, is using a 12 h. p. tricycle — un- 
doubtedly the most powerful motocycle in 



For Bicycles, Buggies and Automobiles, 
and the Water-feed takes care of itself. 


Burns % the carbide. Gives twice the 

WATER FEED, automatic, i. e., requires 
no regulator. Water flows proportional 
to flame set. 

GAS VALVE regulates size of flame, high 
or low — only lamp in which you can 
regulate the flame in the manner. 

Gas generated at low pressure thus 
avoiding all danger common to high- 
pressure lamps. 


14=16 North Canal St., Chicago, 111. 


The Monon Route and C. H. & D. R'y run four trains 
daily from Chicago to Cincinnati. The day trains leave 
Dearborn Station, Chicago, at 8.30 a.m. and 11.45 a - m -> an d 
are equipped with elegant Parlor and Dining cars. The 
Night trains leaves at 8.30 p.m. and 2.45 a.m. These trains 
are equipped with elegant sleepers and compartment cars, 
the sleepers on the latter train being ready for occupancy at 
9.30 p.m. All trains stop at 22d St., 47th St. and 63d St., 

Ask for tickets via MONON and C. H. & D. 

City Ticket Office, 232 S. Clark St., 

No. 2 STYLE B 

No post 
has ever 
been pro- 
duced that 
equals it in 
style, ac- 
curacy, or 

See our new 
Catalogue for 



The Standard Welding Co., 



How They Have Harmfully Affected all 
Trades and all Pastimes. 

Isn't it quite unnecessary, as well as cruel, 
that whenever any form of amusement 
ceases to be a fashionable fad a lot of people 
make haste to declare that it is dying? says 
John Habberton in the Philadelphia Satur- 
day Evening Post. The latest undeserving 
sufferer from this species of libel is golf; a 
few months ago a similar story was told 
about bicycling; two or three winters have 
passed since it was first whispered that to- 
bogganing had had its day and ceased to be; 
and still earlier we were assured that arch- 
ery had "gone out." 

Meanwhile every one who really enjoyed 
golf or bicycling or archery in other days 
likes it as much as of old — probably more — 
and indulges in it whenever fitting oppor- 
tunity offers. But it is the misfortune of 
the spirited folk who are fond of outdoor 
recreations of any kind that at an unex- 
pected time, whether by accident or design, 
their favorite sport suddenly becomes fash- 
ionable and is taken up by countless men 
and women who "go into it" merely because 
every one who is any one appears to be do- 
ing likewise. 

To be in the fashion is the most serious 
of earthly duties to some people, and the 
sense of solemnity is visibly manifested even 
when the duty assumes the name of a sport. 
Judged by the faces of some of the partici- 
pants for fashion's sake, golfing is martyr- 
dom to many women and not a few men; 
bicycling is a continuous earthquake terror; 
heart failure is imminent on the toboggan 
slide; archery is agouy to finger tips and a 
mocker of eyesight; rowing and paddling 
tend to apoplexy; horseback riding is a tussle 
with contrary beasts; and croquet is a weari- 
ness to the limbs and spinal column. There 
are other sports, but something is wrong 
with all of them. 

The truth of the matter is that people who 
take up a sport merely because it is the 
fashion may be depended upon to drop it 
at the first fashionable opportunity, perhaps 
with no loss to themselves, but certainly with 
none to the sport, for such defections amount 
only to a general weeding out of incompe- 
tents and malcontents, leaving the game, 
whatever it may be, in the hands of those 
who like it. "There is no accounting for 
tastes"— nor for lack of certain tastes; as to 
that, some men and women who are hearty 
and persistent at outdoor exercise are so sat- 
isfied with one or two sports that they take 
no interest in any other; the "all-around" 
enjoyer of athletic diversions is almost as 
hard to find as the ideal lady or gentleman. 

Nevertheless no true sport is dead; all of 
them are very much alive and have "come 
to stay," no matter how wearying they may 
be to people who do not like them. Bicycling- 
is almost as old as the present generation, 


golf is far older, though Americans in gen- 
eral seem not to have heard of it till re- 
cently; football was played in China more 
than fifteen hundred years ago and in 
younger nations ever since they heard of 
it, and archery and horsemanship hark back 
to prehistoric man and are instinctive in 
millions. These sports cannot die or even be 
killed, nor can any others that are liked; they 
are as irrepressible and immortal as the 
human impulse to get out of doors and do 

A. B. C. Stock Falls Away. 

Following the annual meeting of the Amer- 
ican Bicycle Co., its securities took a viq- 
lent drop. The directors adjourned on 
Wednesday; on Thursday the preferred stock 
fell from 25 to 20, two hundred shares 
changing hands at the latter figure; common 
is stated to have been offered at 3 without 
attracting a bid. 

Commenting on the drop, the New York 
Times says: "The decline reflected merely 
the momentary absence of buying orders 
rather than any heavy pressure on the stock. 
But, notwithstanding this explanation of the 
heavy loss suffered by the issue, a good 
deal of surprise was caused by the sudden 
drop. In a general way, it was expected 
that the showing made in the annual report 
of the company would serve to strengthen 
rather than to weaken the market for the 
company's stock, as the showing made was 
better than had recently been predicted. 
Some idea of the shrinkage which has oc- 
curred in these securities can be had when 
it is pointed out that at present quotations 
the $40,000,000 capitalization of the company 
has a market value of less than $10,000,000. 
This shrinkage is even more significant than 
it appears if it be remembered that the 
original plans of the promoters of the com- 
pany were based on a bond and share issue 
of $80,000,000, which more conservative in- 
terests caused to be reduced to the present 
amount A director was quoted yesterday 
as stating that the business of the company 
promises to be more profitable during the 
coming year, and that dividends on the pre- 
ferred stock will probably be begun within 
the next twelve months." 


Remarkable Trade in Sundries. 

James Bailey, of the big jobbing house 
of the James Bailey Co., Portland, Maine, is 
among the trade visitors in New York this 
week. He is attending the carriage builders' 
convention, but he has his bicycle eye open, 
and with an eye to the future is likewise 
taking a view of the automobile field. 

Asked how the Bailey company had fared 
this season, Mr. Bailey, a smooth shaven, 
ruddy cheeked, alert, pleasant spoken, well 
groomed young man, replied: 

"We have no cause whatever for com- 
plaint. We may not have sold quite as many 
wheels as the year before, but in dollars we 
did just as much business, while in sundries 
we had a really remarkable trade; it was 
far ahead of last year." 


Buyers Visiting the East Report a Good 
Year— All Seek flotocycles. 

Bicycle buyers from the Pacific Coast have 
been numerously in evidence in the East dur- 
ing the last few weeks. A. R. Maines, of the 
A. R. Maines Mfg. Co., Los Angeles, Cal., 
was one of the first to arrive; he was fol- 
lowed by A. C. Leonard, of Leonard & Bunt; 
Philip Lyon, of the Tufts-Lyon Arms Co., 
and Frank King, of Hawley, King & Co., 
all of Los Angeles. The San Francisco job- 
bing houses have been also well represented. 
E. E. Stoddard, of Dunham, Carrigan & Hay- 
den, is one of the late arrivals. 

With scarcely an exception all of the Cali- 
fornians are interested in automobiles and 
motocycles, and are seeking to establish con- 
nections of the sort." 

To a BICYCLING WORLD man Mr. Stod- 
dard stated that he had found motocycles to 
be too largely "in the air"; there were not 
enough people making them and not enough 
of the machines to be seen to make the situ- 
ation satisfactory. 

He believes there's no small future for 
motocycles, however, and at about $200 he 
thinks the motor bicycle in particular "will 
prove a seller out there"; "out there," of 
course, means the Pacific Coast. A visit 
to Buffalo to inspect a line of motocycles 
was on his schedule. 

Mr. Stoddard states that the present sea- 
son has been quite satisfactory— possibly 
more wheels Avere sold than during 1899, 
while in the matter of sundries the business 
has been unusually good. 

When it was remarked that the trade ap- 
peared to be looking to the Pacific Coast 
as the most promising field for 1901 and Mr. 
Stoddard's opinion was sought he was 
rather cautious, and appeared to be reluctant 
to advance a prophecy. 

"I believe we will have a good year," he 

"Better than the present season?" 

"Well, I think it possible that a few more 
wheels may be sold," he answered cautiously 
and with evident reserve. 

Appeal Not Dismissed. 

A decision was handed down last week at 
Rochester, N. Y., by the New York State 
Court of Appeals in the case of the Chain- 
less Cycle Manufacturing Company, of Roch- 
ester, against tne Security Insurance Com- 
pany, of New Haven, referred to by THE 
BICYCLING WORLD last week. This ac- 
tion was brought in Monroe County to re- 
cover on a fire insurance policy held by 
the cycle company. A verdict of $1,024 55 
for the plaintiff was rendered in trial term. 
This was affirmed by the Appellate Division, 
and from there appealed to the Court of 
Appeals. The motion to dismiss this appeal 
was denied. 
























Complete Lines 

mm tM 

Frame Connections 

for One Inch, One Inch 
and Eighth, One Inch and 
Quarter Tubing. £■ £■ £■ 
Buy your material in 
sets. No waste. You use 
all you pay for. Every- 
thing at one time. In per- 
fect condition for easily 
and quickly making your 
frames, i? £• £• £• ^ & 



Biggest and best facili- 
ties in the country to make 
biggest and best line Ped- 
als ever offered. ^* & <£ 

Prices, terms and guar- 
antee most liberal. <£• & <£ 
You cannot afford to 
close without getting full 
information on my lines. 





BRANDENBERG BROS. & WALLACE, Sole Sales Agents, U. S. and Canada, 119 Lake St., Chicago,— 56 Reade St., N. Y. 


















How the Block Succeeded the Roller Type 
—Will the Roller Return ? 

Has the last word been said about the 
chain, the limit of progress in this direction 
been reached? 

Has it, as will be contended by many, come 
to a pass where the choice of but two courses 
is presented? 

One is to discard the chain, cast it out root, 
stock and branch, substituting for it chain- 
less gearing of some sort, whether it be of 
the bevel, roller or ball principle. 

The other is to retain the chain as it ex- 
ists to-day on the great majority of ma- 
chines; to banish all thoughts of its im- 
provement, of change of any kind; to de- 
clare, in fact, that it is good enough and 
that any desire for its betterment is an ex- 
hibition of fastidiousness that cannot be 
frowned on too severely. 

The two horns of the dilemma are the only 
ones presented to the public by the trade. 
There is the chain, of the type made familiar 
by ten years' use; refined and improved dur- 
ing the first half of the decade, but left 
severely alone for almost the entire re- 
mainder. If you don't want this, say the 
makers, there is the chainless. 

The latter is long past the experimental 
stage; it is best liked where best known, and 
while it rarely loses an advocate it is con- 
stantly, albeit more slowly than might be 
wished, gaining new ones. Its position is 
won, and it is only a question of time when 
it will have still further strengthened it at 
the expense of its rival, the chain. 

But the field of the chainless is, at present 
at least, limited. There is a prejudice against 
it, in the first place, that tells against it; a 
prejudice engendered bj r jealousy, and still 
retaining much of its power now that the 
cause of the jealousy — the fact that it was 
launched and pushed by one firm— has al- 
most entirely disappeared. 

The chainless is a distinct type of bicycle, 
and no more to be ignored because of its 
origin than is the safety because it was 
originally termed the Rover, or the pneu- 
matic tire because it once bore the name of 
Dunlop, or the diamond frame because it 
was made popular under the cognomen of 

In the second place, the field of the chain- 
less is still further limited by its greater 
cost and weight. Many riders who would 
overlook the former consideration balk at 
the second; and others who would pardon 
the extra two or three pounds are brought 
to a halt by the first consideration. 

The shortcomings and drawbacks of the 
chainless— assumed to exist by its detrac- 
tors or by those who have never tried it- 
constitute a third reason why it fails to 
come into more general use. That the chain- 
less gears do not, when properly made, grind, 
bind, twist, run hard or do any other of the 

many things charged against them does not 
prevent many from believing that they do. 
And it is slow work undeceiving them. 

For these reasons the chainless door is 
closed to a vast army of riders. There is 
nothing left for them but the chain. There 
is not even a choice of evils. There is, to 
all intents and purposes, but one chain, and 
that the block chain. 

It is an unprotected chain, too. That curi- 
ous but universal "follow-my-leader" trait, so 
deeply ingrained in the mass of riders, lays 
down the dictum that chains must be bare, 
presumably because in that condition they 
can attract the most dust, and mud and 
create more dissatisfaction. 

Gear cases will not go. Why they will 
not or who is to blame— -maker, seller or 
rider— is a matter quite without the province 
of this article. It is enough to record the 
fact that they are dead beyond hope of 

Morgan kWrightTSres 
are good tires 

Morgan & Wright 

NEW YORK BRANCH: 214-216 WEST 47th ST 


Near Fort Hill Square. 

Riders are therefore confronted with but 
one dish, to wit, the chain, prepared in but 
one style, the block type, and used in but 
one way, without covering of any sort. Un- 
der the circumstances it would not be sur- 
prising if they became somewhat satiated 
with it and longed for a change. 

But apparently they do not. At any x-ate, 
if they do they fail to make the fact known, 
so that it amounts to about the same thing. 
And, whether because of this supineness on 
the part of riders or out of regard to their 
own interests, the bulk of the trade harps on 
this one string forever. 

The block chain unquestionably had many 
and decided advantages. Had it been other- 
wise it would never have ousted its prede- 
cessors as quickly and completely as it did. 
They fell away almost at the first onslaught. 

It was this way: There were chains of 
all kinds— almost as many as there were 
different types of frames. A chain of some 
sort had to be fitted to every one of the new 

type of bicycle, aud as each maker had his 
own ideas on the subject of chains— as of 
everything else— the result may be imagined. 

Of these numerous chains— most of them 
differing in unimportant particulars— only 
two had arrived at the dignity of having a 
name. They were the roller and the Hum- 
ber patterns. 

The former had much the greater vogue. 
Its great feature was that it ran just about 
as well when it was caked with mud or inno- 
cent of lubricant as when it was fresh from 
the hands of the repairer. 

But, side by side with this wonderful 
merit, was found a defect equally pro- 
nounced. It never retained its pitch after 
the first twenty-five miles. It began to 
stretch upon its first trip, and kept it up 
right to the end of the chapter. 

The Humber chain— now the block pattern 
—was the antipodes of the roller. It owed its 
unpopularity— in the trade— to the fact that 
it was a Humber production. Few cared to 
give that powerful firm any additional glory. 

But the merits of their chain could not be 
gainsaid. As then made, with the old "figure 
8" blocks, it was a world-beater. It fitted 
the sprocket wheel teeth perfectly, ran as 
smoothly as if encased in an oil bath, and 
made practically no noise. By comparison 
the roller chain was a coffee mill. 

There was a fly in the ointment, however, 
and a very big one. All the praises the 
Humber chain got were showered upon it 
when it was well lubricated and free from 
dust and mud. Then it deserved all the 
good things said of it. 

But when the conditions were reversed 
there was the very deuce to pay. Such 
grinding, growling and shrieking as was 
heard when the protesting, unwilling chain 
was forced over the sprocket wheel teeth! 
It was almost unbearable until one became 
used to it. 

But the Humber chain won out, notwith- 
standing its bad behavior under such circum- 
stances. It was undeniably superior to the 
roller under ordinary circumstances, and it 
was for ordinary occasions that most riders 
purchased their machines. The peculiar 
sweetness of the running was a revelation at 
that time, and to its fascination the riding 
world succumbed. 

This was in the very early nineties. Since 
then the block chain, as it soon became 
known, has reigned supreme. Widths have 
decreased, weights have been reduced, work- 
manship and material have been improved, 
"figure 8" blocks have given way to "B- 
shaped" ones, but there the story of progress 
ends. And it ended some years ago, the 
difference between the chains of to-day and 
those of 1896 or 1897 being infinitesimal. 

Briefly, this sums up the history of the 
chain in its relation to the bicycle. As to 
the questions asked in the beginning of this 
article, the BICYCLING WORLD man's 
opinion, based on an experience of several 
months with the twin-roller chain, is that 
they should be answered in the negative. 
The last word has not been said, finality has 
not been reached. 

All that can be said in praise of the block 
chain is equally applicable to the twin roller, 
while the glaring defects of the former are 
conspicuous by their absence in the latter. 
Higher praise is not possible. 




Figures That Should Bring Comfort to the 
American Repairman. 

Uniform prices for repair work— once 
merely an iridescent dream— are not far from 
realization in this country, thanks to the 
work that lias been done in the last two 
years. So beneficial have been the results 
that there is little doubt of the work being- 
continued and carried to a logical conclusion. 

On the other side, however, the old order- 
still prevails. Bach repairer charges what- 
ever prices he sees fit or thinks be can get; 
fearful all the while— and frequently with 
good reason — that bis competitors are cut- 
ting under him and getting his trade. 

Of late, however, a glimmering of sense 
is to be seen. The question of uniform lists 
is being agitated, and dealers in different 
sections are taking the matter up and mak- 
ing public such partial lists as they may 
have compiled. One of these, which has 
been adopted by a district association, the 
Purness Cycle Traders' Association, is ap- 

s. d. 
New back hub and rebuilding wheel. . .17 6 

New front 12 6 

New rim and rebuilding wheel— Hollow, 

15s.; Westwoqd, lis.; solid, 7s. 6d. 

Stove enamelling rim, extra 1 6 

New crown and forks fitted (stove 

enamelling 2s. extra) 15 

Fitting fork sides— One, 5s. ; two, 8s. Gd. 

(stove enamelling, extra) 2 

New crown and stove enamelling 8 

Humber pattern axle to bottom bracket 6 6 

Coned bracket axle . . 7 6 

Cotter pin and fitting 9 

Plain cup and fitting— Back wheel, 2s.; 

front wheel, Is. Gd. ; bottom bracket. . 2 6 

Screwed cup to bottom bracket 3 6 

Time Is. 3d. per hour extra for fitting 

cups to gear cased machines. 
Spokes (chain side extra), per spoke. ... 9 

Spokes (if drilled), per spoke 9 

Extra spokes (discretion) 

Fitting two tubes to frame, 17s. 6d.; 

separately 10 

Plugging and brazing down tube 7 6 

Cranks and fitting, each 3 

Overhauling and adjusting, 2s. 6d.; 

taking out bearings and cleaning ... 5 
New stem to steering column, from ... 6 

Fixed back stays— Two, 10s.; one 6 

Swinging back stays— Two, 7s.; one. ... 4 

Compression stays— Two, 12s. 6d.; one. 7 6 

(Enamelling extra.) 

Front wheel cones fitted, each 1 6 

Spindle 1 6 

Front wheel spindle and cones complete 

(from stock 3s.) 5 

Back t; o 

Frame, 7s. 6d.; with wheels, 10s. 6d.; 
with gear case, 2s. extra; frout forks, 
2s. ; mudguards 2 

It will be noticed that these prices are, 
with a few exceptions, lower than those rul- 
ing in this country. The charge for rebuild- 
ing a wheel— this including the furnishing 
of the rim, spokes and nipples— is absurdly 
inadequate; in fact, it is only possible by 
the use of cheap labor, boys, for example, 
for a considerable portion of the work. 

Yet this list is put forth as one that makes, 
all things considered, fair charges. It is 
contrasted with one previously published, 
showing figures much below those quoted. 
An extreme instance is given— the charge 
for enamelling and nickelling the complete 
machine. This was, in one case, $10.50, ex- 
cluding the hubs, for which an extra charge 
of $2.50 was made. Yet in other cases this 
work was being done for the ridiculous sum 
of $6.25. 

It is small wonder that such charges call 
forth protests. Whether the agitation will 
result in any marked good being done re- 
mains to be seen. 


Efforts to Pare Prices too Early Carry 
Mischief in Their Train. 

Features of the Forsyth. 

While the battle of price is raging fiercely 
in the pedal market, the Forsyth Manufact- 

uring Company, of Buffalo, N. Y., have 
thrown themselves into the breach, and say 
that, while their figures will not lack in- 
terest, the design and quality of their pedals 
rise superior to price; they will deal only in 
the highest grades. 

Of the Forsyth fine, the racing pedal, 
shown herewith, is one of which its makers 
are particularly proud. Like all of their 
pedals, large balls is one of its features, but 
there are others, viz., the barrel is machine 
turned from the solid bar, not hardened; 
the ball cups are case hardened and then 
inserted; the pins and cones are made of spe- 
cial steel, case hardened, and the frame is 
so constructed that when toe clips are used 
all points of boot footplates engage the sole 
of the shoe the same as when toe clips are 
not used; the under side of the pedal has no 
horns or points projecting below the barrel, 
and can be used when toe clips are not re- 
quired. This last feature is the result of a 
suggestion of Major Taylor, this year's 
champion, for whom the Forsyth people 
made pedals for his personal use. 

Snyder Will Make Steam Carriages. 

The H. P. Snyder Mfg. Co., the Little 
Falls, N. Y., bicycle makers, have added 
the manufacture of automobiles to their 
business. Their vehicle will be a steam 
carriage; the first one, it is stated, will be 
ready within a month. 

To the public price is a prime factor in de- 
ciding whether a certain article shall be 
bought, no less than Avhat particular pattern 
shall be chosen. 

But price is not the only consideration. Of 
even greater importance are the matters of 
reliability, of durability, of feasibility. If 
cheapness is obtained at the expense of 
these no advantage whatever is gained. 

Cheap bicycles were always wanted, and, 
in a greater or less degree, they were always 
to be had. But it was not until they became 
good as well as cheap that they attained a 
large sale and began to oust the high grades 
from the position they had so long occupied. 
As long as the great superiority claimed for 
the latter really existed buyers continued to 
prefer them in spite of their high price; 
when that superiority was wiped out the 
deluge came. 

At the present time the same battle is be- 
ing waged over motocycles. The cry for 
cheapness goes up as of yore, and the pre- 
diction is made that it must come, and that 
very soon. But it requires little sagacity 
to see that good machines must come before 
cheap ones. Present machines must be im- 
proved—that is one horn of the dilemma. 
These improvements will cost money; that 
is the other horn. There is not much choice 
between the two, but such as it is it must be 

Commenting on this phase of the matter 
an English writer says: 

"Now, without any pretension to know all 
about motor cars or motor cycles, I do know 
this — that the cheaper brands now on the 
market are the ones that give most trouble. 

"It does not need singular acumen to dis- 
cover that cheapening the already too cheap 
cars is not the way to improve their qual- 
ity. Having seen so many poverty stricken 
cars, with every symptom of cheeseparing 
in their construction, turn out such miserable 
failures, underpowered when doing their 
best, and seldom able to do even that puny 
best, owing to their suffering from habitual 
and chronic diseases, I naturally take the 
side of those who declare that more, not 
less, money should be spent on the construc- 
tion of such things. 

"I am quite content that some one else 
should test the hundred-guinea car. I rest 
content now for others to use cut priced 
chains, low grade tires, cheap saddles and 
gas pipe frames. I shall be quite content 
for some one else to report on the incidents 
that occur to the drivers of motor cars made 
on the cheapest lines, with financial econ- 
omy, not mechanical efficiency, as the guid- 
ing line in design and construction. 

"And I can quite believe that some one 
of an extremely expert character would have 
to be selected to drive such a vehicle. It 
would be quite unsuitable for the average 
man to handle, who was not a skilled fakir 
of disordered motors. The ideal reporter of 
such a car would be one that posed as an 
ignoramus on motor matters, but was secret- 
ly crammed full of expert lore which would 
be in constant requisition." 




Does the Coaster=Brake — Improves Style 
and Supplies Variety. 

It has been noticed by riders of coaster- 
brake machines who are in the habit of 
keeping tab on their work that they have 
improved on their hill work, while on the 
level if there is any change at all it is for 
the worse. 

Two theories can be advanced for the 
greater ease with which hills are climbed. 
One is that, owing to the rest obtained when 
coasting, the rider attacks hills with more 
spirit than formerly. Not having been 
obliged to keep his feet moving when no 
work was to be done, he is the more will- 
ing to put extra effort into his pedalling 
when up grades are encountered. Having 
coasted, it is only fair that he should turn 
to and work; and this he does with fresh 

Tlie second theory is an even more plausi- 
ble one. It is that with a coaster-brake 
machine fairly clean pedalling is a virtual 
necessity. A rider may drag on the up 
stroke of the crank, and, if he is mounted 
on a fixed gear machine, be unconscious of 
the fact. The crank must rise, unless the 
machine comes to a standstill, even if extra 
pressure has to be put on the down-going 
pedal to counteract the weight carried on 
the opposing one. The more fatigued the 
rider becomes the more this fault becomes 

If the machine is fitted with a coaster- 
brake, however, this handicap is almost cer- 
tain to be removed. Weight cannot be car- 
ried on the up-coming pedal without the 
rider being aware of the fact and bringing 
sufficient extra pressure to counterbalance it. 
Furthermore, he cannot get the cranks past 
the dead centre if there is weight on the 
up-pedal; even the impetus of the machine 
will not carry it over. Nothing but the re- 

lease of the weight on one pedal and the 
clawing around of the other will avail to 
right matters in such case. 

Consequently he soon learns to keep the 
weight off the rising pedal. He has no 
especial fondness for unnecessary work, and 
as he knows just when he is offending he 
soon begins to make a determined effort to 
stop it. This desire is heightened by the 
unpleasantness of the feeling experienced 
when the coaster has been thrown into oper- 
ation unintentionally. 

It follows almost necessarily, therefore, 
that, a better style of pedalling is cultivated. 
Every stroke is made to tell, and this alone 
would result in an improvement in pace. 
Every effort of the rider is used in the pro- 
pulsion of the machine, instead of, as for- 
merly, being partly diverted to other -uses. 
This is especially true where the work is 
hardest— on hills. 

Better than any amount of theory, how- 
ever — even when it is well supported, as in 
the present ease — is the fact that many riders 
do find an improvement in their hill work. 
Where hilly rides were formerly dreaded 
and even shunned they are now welcomed. 
The truth of the old saying that there is 
never a hill to go up without there being a 
corresponding one to descend is borne upon 
the rider. While climbing one hill he reflects 
on the coast that awaits him when it has 
been surmounted, or else the hill just de- 
scended is held to be ample compensation 
for the work entailed. 

It is only natural, therefore, that riding 
along the level should have a tendency to 
become monotonous. The rider longs for 
the exhilarating coast, even if it is prefaced 
by a sharp climb. One quite offsets the 


Essentials of Modern Bicycle Beyond Praise 
— Belief Deep=Rooted. 

It is a Business Bringer. 

Charles Goerke, a Natick, Mass., dealer, 
has become a motocyclist, having just pur- 
chased a tricycle, which he is showing to 
present and prospective customers. 

Deep down in their hearts almost every 
maker of and dealer in bicycles, as well as 
most riders, have a feeling that the machine 
of to-day is the bicycle par excellence— unap- 
proached and unapproachable. 

This feeling is shown in many ways. It 
comes to the surface at unexpected times 
and utterly without premeditation. Nothing 
but the deep seated conviction that it is a 
fact could explain this. 

For example, in a recent conversation with 
a prominent manufacturer— one who had 
been identified with the industry almost 
from its inception— this feeling cropped out. 
The conversation touched upon bicycles only 
in a most indirect manner, and upon their 
being mentioned casually he interjected: 

"The bicycle of to-day can't be improved. 
It has reached a stage where it is relatively 
perfect and where there is nothing to do but 
to leave it alone." 

It took a long time for the bicycle to reach 
this stage, and no small amount of money. 
But, as far as the essential features are con- 
cerned, the remark is undeniably true. The 
frame, the forks, the wheels — they are, in 
the light of present knowledge, beyond im- 

But they are not all of the bicycle. There 
are other directions in which change and 
improvement are possible, and the most 
fruitful laborers in this field will reap the 
greatest reward. 


Pratt: American Bicycler, 1880, with Appendix. 

Sturmey : Bicyclists' Indispensable Hand-Book, 1881. 

" Tricyclists' " " " 1884 

" Guide to Bicycling. = 1882. 

Tricyclists' Vade Mecum » = = = =. 1885. 

(Very desirable books for patent departments.) 
Dr. Stables: Health Upon Wheels, London = 1885. 
Write to 
FRIMAN KAHRS, 284 Pearl Street, NEW YORK. 


into believing that the 



Are not "in it" on the pedal question. 

If you are looking for the right goods at the right prices,, try them and receive an eye-opener . 



Recreation as Well as Vocation. 

One of the favorite amusements of Cov- 
entry workmen is riding what are termed 
"roundabouts." These are machines carry- 
ing two passengers between each two wheels 
of a monster cycle. A saddle, handle bars 
and pair of pedals are provided for each 
rider, and one machine of the kind recently 
built had twelve wheels and carried twenty- 
four riders. The latter pay a penny— two 
cents American— for which sum they are per- 
mitted to ride a specified distance in the 
hall leased by the owner of the machine. A 
brake, termed a "trailer," is fitted to the 
machine; it is operated by a lever and claws 
the floor, effectually stopping the machine 
when time is up, notwithstanding the efforts 
of the riders to get a longer ride for their 

What Should be Oiled ! 

That "fools rush in where angels fear to 
tread" is strikingly testified to by the sage 
advice tendered his readers by a reporter 
on a daily paper, to wit: 

"The bottom brackets and nuts should be 
cleaned out with kerosene or gasolene and 
theri oiled. The ribs should receive as much 
care as any other part." 

Will go to Franklin. 

The Grant Tool Company, of Cleveland, 
Ohio, which will succeed the Grant Ball 
Company, are building extensive works at 
Franklin, Penn., and will remove there upon 
their completion. 

Another Non-Puncturable. 

From Springfield, Mass., comes a new non- 
puncturable tire, which lis inventors, E. C. 
Davis and W. F. Ellis, of that city, expect 
to place on the market on November 1. 

It is described as being of the cushion-tire 
variety, and is made by fastening a rubber 
covering over a wood rim. The idea is to 
give resilience and at the same time dura- 
bility. The wood rim is shaped very much 
like the regular rim of a bicycle wheel. The 
rubber, as prepared, is a broad sheet with 
the riding surface much thicker than usual, 
and curved in moulding to the proper shape. 

When this rubber sheet is wrapped around 
the wood rim the edges of the thick part 
rest on the edges of the rim. The thin sides 
are then brought around and sewed tightly 
on the under side. This gives the tire an 
appearance of being made entirely of rubber. 
When the tire is put on a wheel there is an 
opening left in the rim to allow the whole to 
be sprung into place. A suitable wrench is 
then attached to a bolt connected with one 
end of a wire, and when the bolt is turned 
the break in the inner rim is closed so that 
the tire is held in position more securely 
than is possible with cement. 

The tire is 1% inches in diameter and 
weighs about 3*4 pounds, but a pound more 
than the usual pneumatic tire. It is un- 
usually resilient for a cushion tire, and it 
is claimed that there will be no cutting or 
wearing on the edges. 

To Extract Broken Fragments. 

While its value is very much lessened by 
the fact that the two metals most used by 
the bicycle trade — iron and steel — are ex- 
cluded from its operations, a process in- 
vented by a Prussian, Bornhauser by name, 
is, nevertheless, interesting. It is a method 
of extracting the fragment of a drill, punch 
or other steel tool which has broken off 
while working any metal but iron or steel. 

The object containing the broken-off piece 
is immersed in a boiling solution composed 
of one part commercial alum to four or five 
parts water. This solution may be held in a 
vessel of stoneware, porcelain, copper, etc., 
but not of iron. The object should be so 
placed that the gaseous bubbles that form 
as the alum attacks the metal are easily 
disengaged. At the end of a short time 
the fragment of the tool is entirely dissolved. 
A piece of a steel spring, .16 inch thick, 
was dissolved in a concentrated solution of 
alum in three-quarters of an hour. 

"Motocycles and How to Manage Them." 
The name explains the nature of the book. 
Price 75 cents. For sale by The Goodman 
Company. * • * 

Apparently Overlooked. 

No attention whatever appears to have 
been paid to the tires used in the recent 
Catford coasting contest. Not only were no 
restrictions placed on special racing tires, 
but the subject itself is not commented on 
in reports of the contest. Yet it is apparent 
both that a change of tires would have made 
o.ll the difference in the world to either the 
winner or one of the losers, and that some 
of the contestants were shrewd enough to 
see that they were not handicapped in this 


But all DO NOT KNOW that 
they are now also the 


Have you got the revised 
figures? If not, why not? 

♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ ♦♦♦♦♦♦♦+♦♦♦♦♦♦♦♦♦♦♦ 


.■>• >•>■ -^J£j Kill's 

W. F. NYE, 




X PROVIDENCE, R. L, beg to announce that 


♦ they have disposed of their TIRE and TIRE 
X SUNDRY business to the Hartford Rubber 
X Works Co., of Hartford, Conn., to whom all 
t orders for TIRES and INNER TUBES 

♦ should be sent. 



♦ conduct their other lines such as THREAD, 



X as heretofore, 

x ♦ 












Urges Makers to Provide Longer Cranks— 
His Reasons and Recommendations. 

While the long crank-high gear discussion 
has waxed warm in England all during the 
season, and a deal of healthy interest has 
thus been created, the subject has attracted 
small attention on this side. 

Appreciating that it was logical that the 
higher the gear the longer should be the 
crank, the BICYCLING WORLD has been 
urging the American trade to interest itself, 
and thus create some needed and stimulat- 
ing talk. 

That the rider is ripe for something of the 
sort, the following from a Waltham (Mass.) 
clergyman, the Rev. W. H. Pulsford, ad- 
dressed to a cycle manufacturer, goes far 
to show: 

"Allow me to direct your attention to a 
matter which cannot have failed to come 
under your attention. I mean the question 
whether longer cranks are not a necessity 
if the average rider is to make the best 
use of his powers in bicycle riding. 

"Experience is showing that the short 
crank, inherited from the necessity of the 
situation when we vode the tall wheel, is 
passing away. Seven years ago a well 
known firm of wheel makers laughed at my 
suggestion that I wanted a seven-inch crank. 
To-day firms of good standing are listing 
their wheels with seven-inch cranks only; 
In England, moreover, as those of us who 
follow cycling matters know, even the ab- 
surd ten and eleven inch crank is not un- 

"How is the proper length to be deter- 
mined '! I find that the wise limit is reached 
whenever the rise of the knee becomes such 
as to grow muscularly disadvantageous. 
For a six-foot rider an eight inch crank, 
giving a rise of sixteen inches between the 
lowest and the highest, point of the pedal, 
seems, after long experiment, to be the best. 
Below that proportion our lever is too short, 
and we have to move the feet fast through 
a narrower range than any to which the 
average man is accustomed; above it we use 
a knee bent too much to be able to get the 
best results at the top of the stroke— that is, 
the crauk should be about one-ninth of the 
rider's height. Following that rule, short 
riders of, say, 5 feet 3 inches, should use 
seven-inch cranks; riders of average height, 
say 5 feet 7% inches, 7%-ineh cranks. As 
you will see, that means that cranks should 
be as a whole about an inch longer than 
you at present list them. 

"Now, as to gear. It is clear that a man 
using 6%-ineh cranks, who finds the best re- 
sults with a gear of t>5, will have to use no 
more pressure on the pedals to get the same 
speed if he uses a gear of SO and 8-inch 
cranks. As a matter of fact, I get the best 
results with an 8-inch crank and a 112 gear, 
using exactly the same pedal pressure as 
with a 7-inch crank and 98 gear. 

"But for the same speed I make fewer 
revolutions of the pedals, use a larger range 
of muscles, and, so to speak, walk with a 
slow, deliberate and longer stride. That, I 
claim, will commend itself to most riders. 
It is not the work that tires and taxes the 
wind, so much as having to do that "work 
by a quick, unaccustomed motion. Most 
riders have strength enough if they are al- 
lowed to apply it deliberately, and in a 
manner more akin, for example, to going 
upstairs, where short, quick steps tire most 
of all. 

"Might I add a word as to my own experi- 
ence? I have been riding now for twenty 
years, and have ridden almost every form 
of wheel. Now, as a man over forty years 
old, riding 112 gear and 8-inch cranks, I 
can sit up and make fifteen miles an hour 
habitually and without effort, ride all ride- 
able hills, and can double over and push 
myself a mile on decent level road in two 
and a half minutes. With a shorter crank 
that would be impossible for me. I could 
not push the gear, and with a lower gear 
one would have to move his feet faster than 
I, as an elderly amateur, can manage. Most 
of us have muscle enough, but we cannot 
sprint or run with short, quick steps. The 
long crank and high gear together fill the 
bill. Make the crank a ninth of the rider's 
height and the gear twelve to fourteen times 
the length of the crank. 

"Moreover, let us remember that it is just 
as hard to push at 91 gear with a 6%-inch 
crank as it is to push 112 with an 8-inch. 
Only in the latter case you can take more 
time, move your feet in a larger circle, get 
in more deliberate ankle motion, save your 
wind and travel just as fast. Strangely 
enough, all this tells most where the aver- 
age rider fears it will fail, on hills. The one 
secret of hill climbing is a long crank, a 
slow, deliberate stroke and a gear high 
enough to keep the wheel moving at a 
decent pace. 

"All of which is submitted in the hope 
that next year you may at any rate give 
your riders an option of longer cranks. 

"Those who laugh at 8-inch cranks now 
may soon be where those are now who 
laughed at sevens not so long ago." 


Keep the Fixed Gear flachine in Coasting 
— Wind Resistance. 

Those who Scoffed Remain to Praise. 

At this time, when ball retainers are prac- 
tically in general use, it is interesting to re- 
call the smiles afid headshakes that they 
caused when they made their first public 
appearance, at the Cycle Show of 1896. 

It was then that G. E. Strauss first intro- 
duced the Sartus retainer to the trade and 
public. The article was promptly remarked 
as one of the freaks of the show. The idea 
of separating the balls had never been con- 
sidered, and was generally pooh-poohed; had 
Mr. Strauss not been a man of means it does 
not seem that he could or would have ~stuck 
to it in the face of the discouragement. 

That he persevered and won a sweeping 
victory the trade has good reason to know, 
and at this time, when the purchase of stock 
for next season is in view, it is not inappro- 
priate to remark the triumph of a good 

Two ingenious theories have been put 
forth to account for the alleged inferiority of 
a coaster-brake machine to one with a fixed 
gear when it comes to coasting. 

They are, first, that in the latter case the 
cranks and pedals play the part of miniature 
fly wheels, with the result of accelerating 
the progress of the machine; the second is 
that in coasting the legs, being motionless, 
offer more resistance to the wind than would 
be the case were they following the revolu- 
tion of the cranks. 

The first theory has undoubtedly more 
probability than will be at first admitted, and 
the wonder is that it has not been cited be- 
fore. To prove this it is only necessary to 
take a machine, lift it off the ground and 
spin the cranks rapidly, the pedals being 
attached. Note the length of time it runs 
and then take the pedals off and try the ex- 
periment again. The difference — in favor of 
the first test, of course — will be surprising 
to those who have not tried it. • 

The second theory — that the legs offer 
greater wind resistance when motionless 
than at other times — is also a sound one. 
This is evidenced by the fondness of the 
rear man on a pacing tandem to coast when- 
ever he is permitted to do so; no less than 
by the strenuous objection of competitors, 
who cannot coast, to being thus placed at a 
disadvantage. They evidently think there 
is a great deal in the theory. 

So much for the theories themselves. But 
is the original contention, viz., that a coaster- 
brake machine is necessarily or even usually 
slower when coasting than one with a fixed 
gear, supported by facts? The BICYCLING 
WORLD man's experience is that it is not; 
or, at the outside, that the difference is so 
slight as to be hardly noticeable. 

In about the only formal coasting match 
in this country in which the two classes of 
machines were pitted against each other- 
one which took place in Boston last spring— 
the difference was found to be exceedingly 
slight. The hxed gear machine was vic- 
torious, but by such a small margin that 
quite one-half the credit could properly be 
given to the rider, while in a number of 
other cases the coaster-brake machine out- 
coasted its rivals having fixed gears. 

This does not argue any marked superior- 
ity. Nor do numerous impromptu coasting 
matches witnessed and participated in point 
a different way. Why this should be so it 
is not difficult to see. Against the flywheel 
action of the fixed-gear machine may be 
placed the non-revolving chain of its rival, 
the latter being an almost equal advantage. 
As to the drawback of the motionless legs, 
the slight advantage usually possessed by 
fixed-gear machines should account for this. 

The truth is that a well designed and con- 
structed coaster-brake does not have to be 
apologized for on the score of bad running. 
It will take care of itself, even when coast- 
ing, and there is no use weakening its case- 
strong as it is— by hunting up excuses for a 
failing that exists largely in the imagina- 



The Retail Record. 


Berkeley, R. I.— J. Noble will close. 

Hamilton, Out.— Peter Bertram, sold out. 

Brooklyn, N. Y.— Driscoll & Herring, 

Salem, Mass.— F. E. Wing, closed for the 

Bellows Falls, Vt.— Lawrence Cannon, 

Chicago, 111.— Weadley & Cleary, out of 

Flain City, Ohio— E. M. McCullough, out 
of business. 

Rutland, Vt— George W. Williams, Center 
street, closed. 

Akron, N. Y.— Stimson & Brackett, closed 
for the season. 

Fall River, Mass.— Frank Marsh succeeds 
Howarth & Marsh. 

Hartford, Conn.— A. Munson, succeeds 
Munson & Nearing. 

Sisterville, W. Va — J. A.. Turner, has 
bought out S. G. Kline. 

Sandy Hill, N. Y— Laraway & Hibbard, 
removed to Bakers Falls. 

Riegelsville, Pa. — Emanuel Druckenmiller, 
removed to Airie street. 

Brewer Me. — Bangor Bicycle Co., branch 
in Odd Fellows Hall, closed. 

Baltimore, Md.— John T. Shannon Com- 
pany (not incorporated), dissolved. 

Millville, N. . J.— E. L. Thomas, Sassafras 
street, undergoing repairs and alterations. 

Marengo, la.— uharles L. Holden has pur- 
chaser the business of Simpson & Rowland. 

Chicopee Falls, Mass.— Chicopee Falls 
Wheel Company removed to p]xchange street. 

Wakefield, Mass.— Hughes & Dinan, pur- 
chased business of C. A. Cheney and re- 
moved to Avon and Main streets. 

Pontiac, Mich. — Gustave Beame, bill of 
sale for $400. 

Richmond, Ind.— Moore & Brown, chattel 
mortgage for $450. 

Binghamton, N. Y.— J. Walter Ash, chattel 
mortgage for $350. 

Jacksonville, Fla.— Florida Cycle Company, 
suit for $1,000. 

New Haven, Conn. — A. C. Benham, real 
estate mortgage for $999. 

Hyde Park, Mass.— Chas. T. Griffiths et al.. 
real estate mortgage for $12,800. 

Kansas City, Mo.— Eureka Cycle Company, 
mechanics' xien, $100, versus F. L. Flanders, 


Iona, Mich.— A. P. Crell & Co., loss $1,200; 
fully insured. 

Hartford, Conn. — T. I. Peer, damage by 
tire and water. 


Oshkosh, Wis.— PI W. Thurston, execution, 

Hagerstown Dealer Out. 
Ai Hagerstown, Md., last week, the stock 
of Daniel D. St rite. North Jonathan street, 
was sold at auction, at the instance of Wm. 
P. Lane, mortgagee. 

Johnson's Hove Justified. 

The black boy on the blue wheel with the 
red head has justified the confidence of his 
employers, which is to say that Major Tay- 
lor has won the American championship 
for 1901 on an Iver Johnson bicycle, made 
by the Iver Johnson Arms and Cycle Works, 
whose plunge into the racing game was one 
of the surprises of the year. Taylor won 
the honor by a more than comfortable mar- 
gin; he scored twice as many points as his 
nearest competitor. 

Insurance Adjusted and Will Re=open. 

Musselman Bros., of Wichita, Kan., whose 
stock of bicycles and general sporting goods 
was partly destroyed by fire recently, will 
open again next week. The loss was en- 
tirely covered by insurance, and the matter 
was adjusted satisfactorily to both firm and 
insurance company. The stock was insured 
at $5,000. Over one-half of the goods were 
destroyed, and much of the rest was dam- 

Knowles Gets the Kokomo. 

C. S. Knowles, No. 7 Arch street, Boston, 
who has been known to the trade in a small 
way, is destined to become better known. 
He has just secured the New England agen- 
cy for the Kokomo Rubber Company, a fact 
that assures the widening of his acquaint- 
ance, as the Kokomo people have an at- 
tractive article and proposition in the mat- 
ter of tires. 

Recent Incorporations. 

Providence, R. I. — Emory Tire Company, 
with $100,000 capital, to manufacture bicycle 
and vehicle tires. Incorporators: Orville L. 
Leach, Charles H. Waite, Archibald Martin 
and John C. Rohwer. 

Franklin, Penn.— Grant Tool Company, 
with $600,000 capital; corporators, J. J. 
Grant, of Cleveland, Ohio, and C. Miller, W. 
J. Bleakley and W. H. Forbes, all of Franklin. 

Separates His Interests. 

E. H. Crippen, who has conducted Doth a 
retail and jobbing establishment at Los An- 
geles, Cal., under the title Avery Cyclery, 
has separated the two interests. The cyclery 
will continue to sell at retail, but the jobbing- 
department will be hereafter carried on as 
the E. H. Crippen Cycle and Supply House 
at a new address, 439-441 South Main street. 

Price Not Made Public. 

It is announced that the negotiations for 
the purchase of the Thompsonville (Conn.) 
plant of the American Bicycle Company, for- 
merly operated by the Lozier Manufacturing 
Company, by the Goodson Graphotype 
Company, have been concluded and the 
transfer made. The price has not been 

Another flotor Coming. 

Marion Black, of Fort Wayne, Ind., is ex- 
perimenting with a new gasolene motor for 
use on a bicycle, and has it nearly com-* 

The Week's Patents. 

059,235— Bicycle Gearing Case. Thomas 
B. Jeffery, Chicago, 111. Filed Feb. 23, 1898. 
Serial No. 071,253. (No model.) 

659,267 — Toy Velocipede. Ellsworth 
Thompson and Amos E. Evans, Golden, 111. 
Filed May 10, 1899. Serial No. 716,319. (No 

659,321 — Velocipede. James Preston, 
Tuckahoe, N. Y. Filed Nov. 14, 1899. Serial 
No. 640,951. (No model.) 

659,323— Cycle Saddle. William S. Rich- 
mond, London, England. Filed June 12, 
1S97. Serial No. 640,587. (No model.) 

659,439— Bicycle Lock. Frank J. Errick, 
North Tonawanda, and Frank N. Batt, 
Tonawanda, N. Y. Filed April 2, 1900. Se- 
rial No. 11,197. (No model.) 

659,504 — Driving Gear for Velocipedes. 
Charles A. Baylor, La Porte, Ind. Filed 
April 17, 1899. Serial No. 713,2393. (No 

659,462— Ball Bearing. Hubbard F. Weeks, 
Freehold, N. J., assignor of two-thirds to 
Rulief P. Smock and Frank C. Du Bois, 
same place. Filed June 12, 1900. Serial No. 
20,042. (No model.) 

659,511— Two Speed Gearing for Veloci- 
pedes. Alexis Didierjean, St. Quentiu, 
France. Filed. May 23, 1898. Serial No. 
081,496. (No model.) 

659,557— Pneumatic Tire for Vehicles. 
Uzziel P. Smith, Chicago, 111., assignor of 
one-half to Thomas Kane, same place. Filed 
J an- 24, 1900. Serial No. 2,639. (No model.) 

659,560— Ice Cycle. Dietrich W. Tietjen, 
Milwaukee, Wis. Filed Dec. 4, 1899. Serial 
No. 739,142. (No model.) 

659,595— Bicycle. Joseph P. Schooler, 
Colorado, Tex. Filed March 28, 1896. Se- 
rial No. 585,233. (No model.) 

Travels of an Historic Book. 

The copy of Pratt's '"American Bicycler" 
which Friman Kahrs, of this city, in 
another column, includes in his offer of sev- 
eral rare cycling publications, is a much 
travelled and historical volume. When it 
was purchased in 1881 Mr. Kahrs was a 
resident of Bergen, Norway. He was on a 
business trip to Hamburg, Germany, and 
there saw and purchased what is believed to 
be one of the first two American bicycles, 
Columbias, ever exported. Mr. Kahrs bought 
Pratt's book at the same time, and with its 
aid organized in Bergen one of the first bi- 
cycle clubs in Europe. When he came to 
this country to live Kahrs brought the book 
with him, but as he is now out of cycling- 
he is offering it for sale, together with some 
other works of the early days. 

Both Suits Were Dismissed. 

At Hartford, Conn., on Monday, in the 
United States Circuit Court, the patent suits 
of the National Needle Company against the 
American Specialty Company <ind others, 
and the Excelsior Needle Company against 
the American Specialty Company and others, 
were dismissed with costs to the defend- 
ants, upon the motion of the attorneys for 
the attorneys for the complainants. 

What's the Time. 

A booklet with this title, just published by 
the Chicago, Milwaukee and St. Paul Rail- 
way, should not only be in the hands of 
every traveller, but should have a place on 
the desk of every banker, merchant or other 
business man. 

The four "Time Standards" which govern 
our entire time system, and which are more 
or less familiar to most of the travelling 
public, but by many others little understood, 
ate so full^ explained and illustrated by a 
scries of charts, diagrams and tables that 
any one who chooses can become conversant 
with the subject in question. There are 
also some twenty-four tables by which al- 
most at a glance, the time at any place being 
given, the hour and day can be ascertained 
in all the principal cities of the world. 

A copy of this pamphlet may be had on 
application to Geo. H. Heafford, General 
Passenger Agent. Chicago, inclosing two- 
cent stamp to pay postage. *** 

Official Repairers. 

Across the water a very good move has 
been made by the De Dion-Bouton Co. This 
is no less than the selection of a corps of 
official repairers, and no less than 60 applica- 
tions for the positions have already been 
made to the big motocycle firm. 

"When completed the list will be an exceed- 
ingly valuable one. It will be a great relief 
to motocyclists to know just where to go in 
case of any mishap to their machines, and 
the feeling of 'securtiy engendered by the 
knowledge that good work and reasonable 
charges will result will undoubtedly be 
worth a great deal. Already there are too 
many repairers whose inexperience is only 
equalled by their assurance in making extor- 
tionate charges. 

It is to be hoped that a similar list will 
some day be compiled in this country. 


Torrington, Conn. 

Spokes and Nipples 

for Bicycles, Motocycles and Automobiles. 

Chicago Office, 

40 Dearborn Street. 




324 Dearborn Street. CHICAGO 




(The Original) 







Over 100,000 Sold 

Last Year. 

Everyone Giving Satisfactory 

Make Your Cycle Saleable and 

Desirable by Fitting it with 

the MORROW. 


1 05- I 07 Chambers Street. 


150 Nassau St., New York City, U. S. A. 


Guaranteed. Price $2.00. 





:# R I CYC L'E S\\\an o^§^ 

"P - ' SiS Immediate Delivery. 

If we spent 


in advertising some people would still use cheap and leaky oilers. 
Spend a few cents more and get a 'PERFECT" Pocket 
Oiler. You will be well repaid. 


240=242 West 23d Street, New York. 






Pr duce the finest artificial Hglit in the world 


\ 20th Century Revolution in the Art of Lighting, 

They darkness into daylight turn, 
And air instead of money burn. 

No Smoke. No Odor. No Noise. Absolutely Safe. 
They are portable. Hang them anywhere. 


The BEST and only successful 

Incandescent Vapor Gas Lamps 

made They sell at sight. Nothing like them. 


Agents wanted everywhere. 

Write for catalogue and prices. 










C.C.G. Co 

GHAS. E. MILLER, 99 Beade Street, 

New York City Representative. 

Special Prices Quoted on Application 
for Front Hubs Only. 

Manufacturers of BICYCLE CONES. CUPS 
FORCINGS to order. Write us, wtth samples, for 
quotations. Nickle Plating to order. 

Discounts for Large Trade and Early Buyers. 

Send for Circular, Samples and Prices. 



The Bicycle Equipment Co., MiIhThfrfir; 

Chicago and Milwaukee Representatives. 


The Lake Shore Route 


Chicago and Milwaukee. 

Frequent fast express trains at con= 
venient hours. 

All agents sell tickets via this popu= 
lar route. 



368 Washington St., Boston. 

461 Broadway, New York City. 

193 Clark St., Chicago. 

The Best Advertising for the 
Irish Trade is 


Specimen copy and advertising rateson 
application rates to 

R. J. MECREDY & SON, Ltd., Proprietors, 

49 fUddle Abbey St., DUBLIN. 

Through Train and Car Service i = 
effect April 29, 1900. 



"North Shore" 



Via Lake Shore. 

Via Mich. Cen. 

Lv. Boston 

10.45 A.M. 

2.00 P.M. 

Due Albany 

4.10 P.M. 

7.35 " 

" Syracuse 

7.55 " 

11.40 " 

" Rochester 

9.40 " 

1.30 " 

" Buffalo 

11.40 " 

" Toledo 

5.55 A.M. 

" Detroit 

8.15 " 

" Chicago 


4.00 P.M. 

The Finest Pullman Cars will be run on these trains. 
Tickets and accommodations in sleeping cars for sale at City 
Office, 366 Washington Street and at South Station. 

A. S. HANSON, General Passenger Agent. 



rear 48 Stanhope St., Boston. 

'(Opposite former location.) 




(Official L. A. W. Repair Shop.) 

TL^ TLhombikc 

Boylston St. and Park Square, 

On the border of the most famous RHQTAN 
Public Garden in America. L>WO I V/l>l. 


Via Boekf ord, Freeport, Dubuque, Independence, 
Waterloo, Webster City, Fort Dodge, Eockwell 
City, Denison and Council Bluffs. 



Buffet- library- smoking cars, sleeping cars, 
free reclining chair cars, dining cars. 

Tickets of agents of I. C. R. B. and connecting 
'ines. A. H. HANSON. G. P. A., Chicago. 


New and Improved Service. Limited 
Palace Trains between 


And all points in the West, North and 


The most direct route with latest improved service and 
fast trains between BOSTON and MONTREAL and all 
Canadian points. 

For Tickets or further information call upon your 
nearest ticket agent or address, 

General Traffic Manager. 

C. M. BURT, 
General Passenger Agent. 




Endorsed by the L. A. W. Everywhere. No. II Broadway, New York. 

The Bicycling World 


In which is incorporated " The Wheel and Cycling Trade Review " and the " American Cyclist." 

Volume XLII. 

New York, U. S. A., October 25, 1 900. 

No. 4. 


First Showing of A. B. C. Figures and In- 
tentions—Light Wheels Featured. 

For the past several years the once famil- 
iar question, "What price for next year?" 
has lost much of its point and substance. 
Each maker has not been so much concerned 
with liis neighbor's figures as was formerly 
the case, aud has set his own price in his 
own way and largely at his own pleasure. 

The formation of the American Bicycle 
Co., however, divided the trade into two 
camps, trust and anti-trust, and the result is 
a keen renewal of interest in the mice para- 

§ mount question as to the next season's prices. 
Little or nothing bearing on the matter has 
escaped, and the interest has, perforce, re- 
mained unsatisfied. 

The first satisfactory information reached 
the BICYCLING WOULD late last week; it 
gives only the prices and some particulars of 
the Rambler line for the year 1901. but it 
is safe to accept them as a key to the A. B. 
C. situation. 

As now arranged the Rambler line and 
prices will be as follows: 

Men's Chainless, No. 38, weight 29 lbs., $60. 

Ladies' Chainless, No. 39, weight 30 lbs., 

Racer (Chain Wheel), No. 40. Hartford rac- 
ing tires, weight 19 lbs., $50. 

Light Roadster, 1% tires, Men's No. 41, 
weight 22% lbs., $40. 

Light Roadster, 1% tires, Ladies' No. 42. 
weight 24 lbs., $40. 

Roadster, 1% tires, Men's No. 43, this 
year's No. 32, $35. 

Roadster. iy 2 tires, Ladies' No. 44, this 
year's No. 34, $35. 

Combination Tandem, No. 45, $65. 

Men's Tandem, single steering, No. 46, $65. 

During the present year all Ramblers were 
listed at $40; the same wheel, as stated, will 
next year appear as the roadster, price $35. 

Aside from the fact that a chainless at 
$60 will take its place for the first time in 
the Rambler line, the appearance of a racer 
and a light roadster at $50 and $40, respec- 
tively, is fraught witli the most serious 
suggestion. It clearly indicates that, while 
reducing the price and perhaps changing the 

nameplates on this year left-over stock, of 
which there is considerable, the A. B. C. will 
make their effort and their money on light 
wheels— that a reduction of weights is one 
of the cardinal aims. 


Sherman Buys Manson Stock and Name. 

Chicago, Oct. 23.— The Sherman Cycle 
Company (his afternoon closed a deal 
whereby they acquire the stock, material 
on hand, trademarks and goodwill of the 
bankrupt Manson Cycle Company. The 
Sherman people will continue the manufact- 
ure of Manson bicycles in conjunction with 
the Sherman. 

Underwood Goes Under. 

In the nature of a surprise is the announce- 
ment of the failure of Charles A. Under- 
wood, of Jamaica Plains, a suburb of Bos- 
ton, Mass. The liabilities are placed at 
$1,127, with $564 assets. Underwood was 
one of the oldest dealers in that vicinity, 
and was understood to have had a prosper- 
ous season. 

Petitioned into Bankruptcy. 

Judge Baker, of the United States Court 
at Indianapolis, Ind., has been petitioned by 
the H. T. Hearsey Bicycle Company, the 
Snider Cycle Company and Frank Baldwin, 
all of that city, and several firms in nearby 
States, to declare John G. Otstott, of Muncie, 
a bankrupt. 

A. B. C. flanagers in Conference. 

The managers of the various A. B. C. 
sales departments are in New York this 
week for the annual conference. Their ses- 
sions will last during the greater part of 
the week, but as yet no inkling of their 
transactions has been permitted to escape. 

Bevel=Geared Dayton in Sight. 

One of the surprises of the forthcoming- 
season will be a Dayton chainless bicycle — 
a bevel gear. Beyond admitting the fact. 
hoAvever, the Davis Sewing Machine Com- 
pany will say nothing about the new wheel. 

Will Distribute on the Coast. 

The Hartford Rubber Works Company 
have opened a branch" at No. 52 First street, 
San Francisco. Cal., with M. J. Tansey in 
charge. It will be made the distributing 
point for Hartford tires on the Pacific coast. 

Papers to be Signed This Week— Some De- 
tails of the Deal. 

As a result of their three days session at 
I ho Waldorf -Astoria in this city last week 
it can be stated that the tire manufacturers 
finally reached an agreement, as was ex- 
pected would be the case. 

As all parties to it are pledged to secrecy 
(he exact terms of the agreement cannot 
be learned at this time, nor is it likely that, 
they will be made public until the compact 
is signed, sealed and delivered in legal form; 
this is expected to take place at a confer- 
ence which will occur in this city to-day or 

While details are not possible it can be 
stated with every assurance of its correct- 
ness that what has been agreed on is this: 

1. A reduction of the minimum price on 
unguaranteed tires— the cause of all the 

2. An arrangement or rearrangement of a 
schedule of price to the bicycle manufact- 
urer, jobber and dealer respectively, and 

3. That the Hartford Rubber Works shall 
withdraw from the unguaranteed tire mar- 
ket, and, as formerly, confine itself to guar- 
anteed goods— this last probably being the 
most sensational outcome' of the many and 
protracted conferences. 

Will Hunt for Cole. 

Charles E. Hunt, for a number of years 
buyer and manager of the bicycle sundry 
business of Horace Partridge & Co., and the 
past season representing the Boston Cycle 
Company, will enter the employ of the G. 
W. Cole Company, of No. 141 Broadway. 
New York City, on November 1. Mr. Hunt 
will manage the New England business of 
this well known house, with headquarters 
in Boston. 

Fleming in New Quarters. 

The Fleming Manufacturing Company, 
manufacturers of the Fleming hydrocarbon 
motor, have removed from No. 90-92 Pearl 
street, Brooklyn, to Nos. 93-97 Elizabeth 
street. New York, a change made necessary 
by their rapidly increasing business. 




Their Chief Sponsor Talks of Their Achieve- 
ments and Future. 

No matter how long a lane may be it is 
almost certain to have a turning; and when 
that point is reached, alter a very long jour- 
ney, it is not amiss to indulge in a little 

This is, undoubtedly, the view taken by the 
Hygienic Wheel Co. Their pneumatic cush- 
ion frame is no longer merely a 
success, a device that deserves popularity 
and will some day achieve it; it has passed 
from the land of Ought-to-be into that of Is; 
and the air of the latter place agrees with it 
and causes it to thrive amazingly. 

In short, (be cushion frame lias become a 
full blown commercial success and is wel- 
comed and soughl after where it was for- 
merly looked upon askance. 

Bent on supplementing the well known 
facts regarding the present prosperity of the 
Hygienic Co. with information of a more spe- 
cific character, THE BICYCLING WORLD 
man journeyed to the St. Paul Building last 
week with his mind in a receptive mood. 
The visit was rightly timed, as Vice-Presi- 
dent Chute had just returned from a West- 
ern trip that had been productive of some 
nice fat orders. 

"We certainly have no cause to complain 
of The business we are getting," he said, "as 
contracts just closed with three concerns will 
show. They were the National Cycle Manu- 
facturing Co., Bay City Mich.; the Dayton 
Sewing Machine Co., Dayton, O., and the 
Miami Cycle and Manufacturing Co., Middle- 
town, O.; and orders were taken from them 
aggregating a good many thousand dollars. 
This would seem to imply considerable con- 
fidence in the cushion frame, else these con- 
cerns would not order so freely. 

"If we had known at the beginning what 
an expenditure of time and money it was 
going to take to make the cushion frame go," 
continued the speaker reminiscently, "I doubt 
very much if we would ever have touched 
it. It is ;ill right now, the tide having turned 
quite a while ago, and we are now due to 
gel some return for our outlay. But it was a 
long and a hard struggle, and the prejudice 
engendered by so-called 'spring frames' had 
io lie lived down before we could make any 
headway. In fact, we could have done much 
better had there never been a spring frame. 

"Taking our outlay for patenTs in This and 
other counTries— for the first thing I did when 
we took hold of the device was to see That 
it was fully protected— and that for 'mission- 
ary work' in the past half dozen years, we 
have put not far from .$60,000 into the cush- 
ion frame. There were times, iT must be 
admitted, when the outlook for recouping 
ourselves was nol very bright. There wis 
the prejudice against cushioning devices of 

any kind to live down. Then the plan of sell- 
ing a few of the devices to any manufacturer 
who expected them to sell themselves proved 
to be a mistake and hurt us a great deal. 

"There is one thing to be said most em- 
phatically, and that is that no one can sell 
cushion frame bicycles — or any other article 
out of the ordinary — unless he believes in 
them. We learned this through bitter experi- 
ence and at great cost. But the lesson once 
learned was taken to heart. 

"Our policy now is not only not to encourage 
this class of trade, but to refuse absolutely 
to sell to it. We don't want and won't have 
any customer who won't show his interest in 
the cushion frame by giving a good round 
order for the parts. If he is not willing to 
risk enough money to give the cushion frame 
a fair trial we won't sell him our goods. 
We want them pushed, and pushed intelli- 
gently and with confidence, and until we arc 
satisfied that a prospective customer has 
faith in the device we have little desire to 
do business with him. 

"This plan has amply justifiea itself. A 
firm has to push our goods vigorously or it 
can't sell them. Once they start in to advo- 
cate them they become infected with the 
enthusiasm, and the rest follows as a matter 
of course. Every machine sold makes other 
converts, and there is a constantly widening 
circle of sales that causes everybody con- 
cerned to feel good. 

"Why, we are constantly being told that 
the cushion frame will revolutionize cycling. 
Here is a letter from a prominent Toledo 
dealer that is a good specimen. He writes 
that the cushion frame enables him to regain 
old customers who had given up cycling on 
The ground that it no longer possessed nov- 
elty or other attraction sufficient to hold 

"When I saw this dealer a few weeks ago 
he related to me some instances of this kind. 
Oue case was that of a well known business 
man who had given up riding a year or two 
ago, although he had previously been a reg- 
ular customer, purchasing a new machine 
every year. So confident was the dealer— 
iT was J. G. Swindeman— that he had just 
what the gentleman wanted ThaT he wrote 
him asking him To sTop aT The store. 

"This he did, although somewhat surprised 
that he should be sent for. When told that 
he was expected to try a new bicycle he 
pooh-poohed the idea, saying disdainfully 
that he was through with thai. However, 
by dint of much coaxing he was induced to 
take the machine and give it a Trial. He 
did not return for half an hour or more, and 
then he was a changed man. The firsT ques- 
tion he asked was wheTher The machine was 
for sale; and when Told that he could buy a 
new one just like it he left directions to 
have it sent to his house. The next day his 
business partner came down and ordered a 
duplicate machine. 

"These are typical instances of the effect 
of the cushion frame on dealers and riders. 
Once they give the machine fitted with the 
device a trial they become enthused over it. 
It is the same way with manufacturers. The 

harder they push it the better they like it 
and the greater their sales become. 

"A good example of this is to be found in 
George N. Pierce & Co. They became con- 
verted to the cushion frame some time ago, 
and they pushed it harder and harder. Con- 
sequently they have created a demand for 
it from all sides, and their sales of the 
cheaper models have steadily dwindled. 
They get better prices for the cushion 
frames, of course, and they have less com- 
petition to fight against. Therefore, they are 
very well pleased with the outcome. 

"While we don't pose as philanthropists 
entirely," concluded Chute with a twinkle 
in his eye, "and are looking out for our own 
interests as well, we have a proposition that 
cannot but appeal to the trade if it is given 
the consideration it merits. We sell the 
parts to make the cushion frame or grant 
shop rights, as preferred; the latter being 
the usual course where any considerable 
number of machines is likely to be turned 
out. Then we have a minimum price at 
which machines fitted with our device can 
be sold, and a maximum discount that can 
be given dealers. 

"Thus we guard effectually against price 
cutting and make it reasonably certain that 
it will pay both maker and dealer to sell 
cushion frames. 

"I am very glad to be able to say that our 
policy appears to commend itself to the 
trade; while the public at last seems to be 
able to judge between The spring frames 
thar made the term odious years ago and a 
vibrarion absorber like ours which does its 
work without wasTing The power that the 
rider needs to propel his machine." 

Merrill on Pacific Coast Trade. 

Fred T. Merrill, The well known Portland 
(Ore.; dealer and jobber, is in New York this 
week. The stereotyped "How's business?" 
was, of course, put to him. 

"We didn't sell as many wheels as last 
year," he said in reply, "but we made more 
money. We had a wonderful trade in sun- 
dries— .$40,000 worrh." 

"Then you are not Troubled by price cut- 

"No: nor by department stores, cither; 
none of them sells bicycles. That's one rea- 
son why Portland is the greatesl high grade 
city in the country. Of .18.000 bicycles There. 
I Think I am safe m saying That 00 per cent 
are high grades." 

"Next year'.' I think it will be better than 
this season. We've made a start on better- 
ing our streeTs. and we'll have light wheels 
To sell. I think I'll be able to sell twenty- 
five or thirty automobiles, Too. 

"MoTocyclesV Yes, we wanT Them and can 
sell them." 

"What type will sell best?" 

"The motor bicycle, undoubtedly; in fact, 
we'll have to have a single track machine for 
our roads. Why, I believe when the motor 
bicycle is perfected and the price is brought 
down Io. say, $100 of $125, it will revolu- 
tionize' cycling." 



Rochester Veteran Makes Public a Promis= 
ing Development of Great Adaptability. 

When J. Harry Sager, of Rochester, N. Y., 
was in New York last week, showing his 
motor bicycle to a select few, he remarked: 

"Heretofore it seems to have been the idea 
to build a motor into a bicycle. In my ma- 
vhine I have taken a motor and built a 
bicycle around it— the correct idea, to my 
way of thinking." 

The regular Regas frame, as shown, is to 
be equipped with a one and a quarter horse 
power motor, lightening the weight con- 
siderably over the first machine built. When 
complete it will not weigh over seventy-five 
pounds. With a one and a quarter horse 
power motor the speed will be on an average 
of twenty miles an hour, which is deemed 
fast enough for ordinary purposes, for Sager, 
wise man that he is, believes that the high 
power machines will serve to prejudice the 
public unfavorably. 

The machine may be propelled at the will 
of the rider by motor or by the pedals, or 

In speaking of the machine last week the 
BICYCLING WORLD referred to it as a 
distinct development in frame construction 

both simultaneously. The rider can begin or 
cease to pedal without interfering with the 
action of the motor. It will climb most all 

and general design, an observation which 
the accompanying illustration will bear out. 
Mr. Sager's company, the Regas Vehicle 
Company, of Rochester, has begun the ex- 
ploitation of the bicycle which cannot fail 
of general attention; the lines of the frame, 
the long wheel base, the location of the 
motor, the driving of it, the ease with which 
the motor can be disconnected or entirely 
removed, if desired, and the bicycle be pro- 
pelled by pedal power alone, all make, for 
general interest. 

grades without pedaling, and with a slight 
assistance from the pedals no hill is too 
steep, it is claimed. On down grades, or 
coasting over level roads, the speed is con- 
trolled at the will of the operator. 

"It can be guided anywhere," says the in- 
ventor, "and uDder all conditions, with per- 
fect safety. It is steady in steering, owing 
to the motor being low down, like ballast to 
a boat. It can be ridden 'hands off' more 
easily than the ordinary wheel. An average 
pub of seventy-five miles can be made without 

the replenishing of the gasolene supply, 
which may be replenished at any country 
store. No water is required to keep the 
cylinder of the motor cool, and the life of 
the dry battery is that of a year. In case 
of accident to the motive power, the engine 
can be disconnected and the vehicle pedalled 
home or to the nearest repair shop, with less 
exertion than the old cushion tire bicycle." 

The motor being supported at both bot- 
tom and top, and the weight being placed 
at the most advantageous point, affords pro- 
tection from accident. Moreover, it is so 
constructed than any suitable motor can be 
used, and one of the most valuable features 
is that this same frame can be used in a 
tricycle or quadricycle, or in tandem form. 
Where two wheels are used behind, the 
differential gear is placed between the forks, 
instead of between the rear wheels. It drives 
with a chain, thus dispensing with the noise 
of the cut gears used in the ordinary motor 
tricycles and quadricycles; but the Regas 
bicycle, with its front wheel removed, has 
been hitched behind the two wheeled front 
seat attachment of the quadricycle, and in 
this form it makes a tricycle carrying two 
people, driving with a single rear wheel. 
This dispenses entirely with the differential 
gears, spur gears, extra wheel, great* weight 
and all. By detaching the front seat at- 
tachment the problem of storing a tricycle 
in a hallway or getting it through the aver- 
age doorway is also solved. 

With the aid of the' Regas cycle frame, on 
which some patents have been allowed and 
others that are pending, any bicycle manu- 
facturers, say the Regas people, can im- 
mediately enter upon the manufacture of 
motocycles a I a very little expense, and 
make a complete line of motor bicycles, 
(andenis, tricycles (either two wheels in front 
or two wheels behind, carrying one or two 
passengers) or quadricycles, all using the 
identical frame and all chain driven. 

In the Regas all the parts are stock parts, 
with the exception of crank hanger, rear 
hub and rear fork ends. The Regas Vehicle 
Company are ready to negotiate with bicycle 
manufacturers to make the Regas on royalty, 
or will furnish the trade the parts complete 
or any portion of them. 

The complete bicycle, as illustrated, with 
Fred Sager "up," has been in use in Roch- 
ester for a year or more, and Sager— J. 
Harry— states that it has gone through "rain 
and snow and every kind of weather" in 
grand style. It does not embody some of the 
more recent refinements, but as it is it 
has done a mile in 1:56, and neither heat nor 
cold nor vibration nor (with the Bailey stud 
tread tire, which he uses and praises highly) 
side slip has affected the machine. 

Left Creditors in Lurch. 

John F. Dupont, a New Haven, Conn., 
dealer, has departed for parts unknown and 
the sheriff has taken possession of his store. 
Only about $50 worth of goods were left 












Orient Line 

The Orient line of motor vehicles at the Automobile Show in 
New York is to be different from all other exhibits, for the reason 
that it will appeal to the masses as well as the classes. 

Thousands of people are on the automobile fence, so to speak. 
Immediately after this show, which affords the purchaser a 
chance to note, compare and test the various models and motive 
powers, hundreds are coming to a decision. 

Be thou ready before the event. A little powder from us will 
prepare you. 

Have you decided to tesl 
your trade with the Tailored 
Orient this winter ? Samples 
on exhibition at hotel in New 
York during the Automobile 








like stocks are easily inflated, and quite subject to 
puncture if not backed by good value. 


in buying tires, as in stocks, be sure you get sonic- 
thing with a reputation behind it. 

Pisk Tires 

are known wherever wheels are used as the highest 

FISK RUBBER COMPANY. Chicopee Falls, Mass. 







In which is Incorporated 
"The Wheel" and the "American Cyclist." 

Published Every Thursday 



123=125 Tribune Building. 

(154 Nassau Street) 
NEW Y0RK, N. Y. 


Subscription, Per Annum [Postage Paid] $2.00 
Single Copies [Postage Paid] . . 10 Cents 
Foreign Subscription $3.00 

Invariably in Advance. 

Postage stamps will be accepted in payment for subscripiions, 
but not for advertisements. Checks. Drafts and Money Orders 
should be made payable to ThE Goodman Company. 

Entered as second-class matter at the New York, N. Y., 
Post Office, September, 1900. 

General Agents : The American News Co., New York City 
and its branches. 

$3T~ Change of advertisements is not guaranteed unless copy 
therefor is in hand on SATURDAY preceding the date of 

$3r~ Members of the trade are invited and are at all times 
welcome to make our office their headquarters while in New 
York; our facilities and information will be at their command 

To Facilitate Matters Our Patrons Should 
Address us at P. 0. Box 2349. 

New York, October 25, 1900. 

Bearing on Next Year. 

On Sunday last the roads around New 
York bore witness that there's lots of life in 
cycling yet. 

It was the first clear Sunday of the month, 
and the glorious weather brought out the 
wheelmen and wheelwomen in droves; the 
roads fairly swarmed with them, and the 
appearance and character of the riders gave 
the lie to the oft repeated assertion that the 
so-called "better classes" had abandoned cy- 

As showing a tendency of the times, it 
was observable that while the roads into the 
country were well peopled with cyclists, the 
asphalted avenues and boulevards and for- 
mer lounging places were almost deserted. 

It suggested strongly that the "butterflies" 
arc all out of cycling: that those who now 
ride, ride for the pleasure it affords, and 
who find that pleasure not on asphalted 
streets, but out in country free and wide. 

Sunday's outpouring was that of the most 
populous district in the country, and as such 
it is fair to assume that it was but a mag- 

nified reflection of the cycling .conditions that 
exist elsewhere. 

Accepting 1 his view :is reasonable and cor- 
rect, it was ;i demonstration such as should 
strengthen the fibres of the weak kneed, of 
the treat and give the faint hearted new 
hope and new inspiration. 

It was a demonstration. calculated to drive 
away the clouds and let the sun light up 
and warm the season that is just beyond 
the snows that are ahead. 

If you Doubt, Ask. 

Where doubts exist as to the future of 
the motor bicycle let the doubter ask him- 
self this question: 

What do you think of a bicycle that runs 
without pedalling or that can be pedalled 
if so desired; that levels the hills; that 
causes the headwinds to be welcomed, in- 
stead of dreaded, and that may be con- 
verted into a tricycle for two, when the own- 
er so elects? 

Let the question be asked without where- 
ases or argument, and if the doubter still 
doubts, let him put the question to his 
friends, his enemies or his chance acquaint- 

If their answers do not remove all skep- 
ticism, we miss our guess badly. 

Overstocks, Price Cuts and Organization. 

It seems rather late in the day of bicycles 
to talk of organization in the cycle trade, 
but for all of that there was never a tirne 
when local or neighborhood organization 
could serve better purposes or more of them. 

In the past there have been so many deal- 
ers and so many of them of the "wildcat" 
order, that little real good could be accom- 
plished; the "wildcats" had such small re- 
gard for an organization that the objects of 
organization rarely attained their end. 

In the weeding out process of the last two 
years, however, the "wildcats" have suffer- 
ed; they threw legitimate profits and legiti- 
mate methods to the wind in the days of 
better profits, and they fell with the profits. 
Only the fittest of the retail trade now sur- 
vive or will survive the winter. 

If these "fittest" will but get together 
their respective ways will be made easier 
and their net profits larger. 

In the BICYCLLNG WORLD President 
Kehew, of the Boston Cycle Jobbers' Asso- 
ciation, recently gave an illustration of the 
manner in which the jobbers there work to- 
gether for the common welfare. 

The process is simplicity itself, and can- 
not but serve the entire industry. 

Overproduction is after all f lie bane of all 
nianufactuuing industries; overstock Hiai of 
the retail trades. 

If there is neither overproduction nor over- 
stock the industry concerned is happy in- 
deed; then there exists no reason why either 
maker or dealer should cut a price. 

Of course, this condition is rare, but trade 
organization can do much that will con- 
tribute to it. 

As Mr. Kehew said, price cutting does not 
stimulate business a particle. 

A particular neighborhood will absorb a 
certain amount of merchandise, no more. 
If prices are not cut, each dealer will receive 
his share. 

If prices are cut the price cutter does not 
increase the demand; he merely increases 
his own trade for the moment at the expense 
of his fellows, and reduces his profits and 
often theirs. 

Unless price cutting is his slogan, no mer- 
chant cuts a price unless he is overstocked; 
when he cuts the cut is expected to move 
the goods. 

If the danger of overstock is removed or 
minimized, or a natural outlet found, the 
danger of a demoralizing cut in prices is re- 

Mr. Kehew has testified as to the efficacy 
of the "Boston plan," which is after all only 
the plan of common reason aud mutual good 
will and trade decency. 

Briefly, the idea is this: If a dealer finds 
himself "long" of an article— that is, over- 
stocked—he goes to his fellows, and if they 
are short of it he sells to them at cost in- 
stead of cutting or shading prices to move 
the goods. If he' is short of an article, in- 
stead of ordering from the factory he goes 
to his local competitors, who sell to him a I 

Working on these lines stocks are kept 
within safe bounds and the carrying over of 
old goods or cut price clearance sales are 
obviated, or at least reduced to a minimum. 

If the plan were carried to its legitimate 
conclusion, and all, or nearly all, the dealers 
were overstocked, a joint clearing sale, 
either individually or through a central 
source, could be easily arranged by mutual 
consent and without hurt to the trade as a 
whole, as is the case where cuts are made 
without warning or by but one house. 

It may be argued that makers would not 
relish such a state of affairs; that they 
would prefer that each dealer order of them 
as necessity arises. 

But we put small faith in such argument. 



Price cutting is the logical outcome of over- 

Price cutting hurts the manufacturer if it 
hurts any one. 

Anything that minimizes the danger of 
overstocks minimizes price cutting, and as 
price cutting affects the health <>!' the retail 
trade, as it hurts the manufacturer, any 
process thai ads as a check on or a legiti- 
mate clearance of overstocks should be wel- 

The plan which is working in Boston will 
work elsewhere. 

The end to be attained justifies organiza- 
tion and encouragement. 

We hope the matter will be taken up and 
discussed elsewhere and an effort made to 
put the idea into actual practice. 

It may appear somewhat Utopian, but it 
is capable of so much good that that fact 
should not be permitted to staud in its way. 

If the plan works in one place it can be 
made to work in another, and if, despite the 
besl efforts, there are makers who will per- 
sist in selling to chronic price cutters, an- 
other Boston idea, that of joint refusal to 
purchase of such makers while they pursue 
(he policy, is an additional remedy within 

Of course, these suggestions cannot be 
brought to bear on bicycles, but they can be 
made to apply to accessories and sundries, in 
which much of the mischief is done, and a 
local association working to that end cannot 
hut make the maintenance of bicycle prices 
one of its virtues a^ well. 

The Sprocket's Teeth. 

An old idea that is now receiving some 
attention in certain quarters is the lessening 
of the number of teeth in the sprocket 
wheels, and particularly in the front one. 
Less friction and less wear on the chain and 
sprocket wheels are claimed to result from 
this diminution. 

Experiments with sprocket wheels de- 
nuded of one-half their teeth were tried 
some half dozen years ago, and were attend- 
ed with no inconsiderable amount of success. 
There was one drawback noticeable— a 
greater tendency to jumping the sprocket 
teeth on the part of the chain— and largely 
because of this fact the experiments were 
not carried far enough. Had they been of a 
more exhaustive character it is extremely 
probable that the advantages would have 
become more apparent. 

The lack of steadiness of the chain may 
have been due largely to imperfectly cut 
chain wheels and chains. The art of cutting 

scientific teeth had not then reached (lie ap- 
proach to perfection which it attained later, 
and even with the full complement of teeth 
chains had too great a tendency to. jump 
when they were left at all loose. The mat- 
ter was aggravated by the prevailing ten- 
dency of chains to stretch, and as most riders 
were lax in the matter of giving their ma- 
chines proper attention the slack was not 
taken up often enough. 

Consequently the chain would sway side- 
ways and, having but half the usual number 
of teeth to act as guides, it was not surpris- 
ing that it would sometimes jump off. But 
it is doubtful whether this would have hap- 
pened had but one-third or one-quarter of the 
teeth been missing. Then the chain would 
have been better guided and could not have 
got so far away from a supporting tooth. 

This theory is borne out by more recent 
experience. The Liberty machines had one 
out of every five teeth missing, yet the chains 
appear to have run quite as steadily as the 
regulation pattern and never to have given 
any trouble. This makes it plain that a 
tooth for every link is not necessary, and it 
may be that it is not even desirable. 

It is a matter that is certainly worth a 
more exhaustive trial than has ever been 
given it. It is obvious that for every tooth 
dispensed with there will be a lessening of 
the friction, and as chain friction is a very 
big item in the running of the machine an 
improvement in this respect is certainly 
worth bringing about. 

Foreign Policy that Pays. 

One of the secrets of success in the com- 
mercial world lies in giving the purchaser 
what he wants. 

There is sometimes more money in sell- 
ing him something different from his ideal, 
whether it be because there is an overstock 
of the former or that the goods are easier 
to make. But this does not often happen 
nor does it make the disposal of the goods 
an easier matter. 

But it is very plain that it is bad policy 
to force on the buyer goods that he does 
not want; whether this reluctance be based 
on mere prejudice or on sound, incontrovert- 
ible reasons. Any measure of success at- 
tained will be only through effort that would 
have yielded better results if applied in other 

This is well illustrated by the marked suc- 
cess that is attending a large Western con- 
cern in the endeavor to extend its export 

No attempt whatever is made to force upon 

foreign customers machines which, what- 
ever their merits may be, are different from . 
those they have been accustomed to. On 
the contrary, the policy is to give them just 
what they want, or think they want, and 
have no argument about it. 

In the copying of foreign patterns they 
fairly outherod Herod. They fit brakes 
and mud guards and lamp brackets; build 
the machines with outside joints, "box" fork 
crowns, cotter-pin-fastened cranks, tremend- 
ously wide pedals, etc. Thus assembled the 
machines appear to be quite to the manner 

These machines encounter no prejudice; 
they do not have to be talked up and proved 
to be better than the home product; they 
are indistinguishable from the latter, and, 
entering into competition with them, meet 
ready sale. 

There is a lesson here pregnant with 
meaning for those who want foreign trade 
and are willing to take it on the buyer's own 

We had an epidemic of high gears. It 
created lots of talk and made sales, but the 
folly of an increase of gear without an in- 
crease of leverage was not made plain un- 
til some harm resulted. Realizing it, the 
BICYCLING WORLD has been urging 
longer cranks to provide the necessary lev- 
erage. These cranks are now promised for 
next year, and with the rational combina- 
tion of long cranks and high gears some in- 
teresting experiences and stimulating talk 
should result. It would not surprise us did 
the combination prove the discussion of the 

In its frantic effort to do something to in- 
jure the BICYCLING WORLD the Cycling- 
Galoot extracts one line from an interview 
which we published and makes it appear that 
this paper made the statement, "The coaster 
brake has hurt the sale of new wheels this 
year." In the Fourth Estate this is what 
is usually termed "dirty journalism." Is it 
possible that the personally decent editor 
of the Galoot is becoming affected by con- 
tact with Russian brass? 

"Inclosed find check to cover our renewal 
for 1901. Our clerks look for the BICY- 
CLING WORLD as regularly as the land- 
lord for ids rent."— Connecticut Rubber Co., 

"Enclosed it .f!2 for another year of the 
BICYCLING WORLD; couldn't well get 
along without it."— G. D. Leach, Eaton, N. Y. 




Dealer Who Has Made Money Without Eve= 
ning, Sunday or Holiday Trade. 

In all New York if there is a more un- 
promising location for a strictly retail cycle 
store than Barclay street it is difficult to 
imagine where it is. 

Barclay street, as those not familiar with 
the metropolis may not know, is a thorough- 
fare only six or eight blocks long in the 
thick of the downtown business district; it 
runs from the North River to Broadway. It 
is much travelled, particularly during the 
morning and evening hours, by the crowds 
rushing from and to the elevated railroad 
and the New Jersey ferries, but after 6:30 
p. m. and on Sundays and holidays the street 
is almost as quiet and deserted as a grave- 

With the evening trade and that of holi- 
days and Sundays playing such an important 
part in the affairs of the average bicycle 
dealer, Barclay street is about the last place 
in New- York that one would select for a 
purely retail cycle store. There are factory 
branches and jobbing establishments all 
about the vicinity, but of retail stores there 
is just one, that of Thomas Ward, at No. 65, 
and despite its unpromising situation it has 
existed at that address since 1895. 

Its location makes it something of a trade 
rarity if not a trade curiosity. The fact 
that it has existed for Ave years was sucii 
stubborn proof of success that a Bicycling- 
World man called on Mr. Ward to learn 
"the how of it." 

Ward himself is a hardheaded man near- 
ing middle age; and, though well off in the 
world's goods, he is unpretentious and a 
hard worker. He was quite prominent as a 
bicycle club man before he embarked in the 
business, but he surprised nearly all of his 
acquaintances when in 1895 he suddenly 
abandoned his restaurant and opened the 
bicycle store at 65 Barclay street. The store 
itself is deep but narrow; the show win- 
dow takes up more than half its frontage. 
Within it is neat and clean; the office and 
repair shop are partitioned off; there are 
pictures on the wall, and a strip of carpet 
runs the length of the store. 

"Where does my trade come from?" said 
Mr. Ward, repeating the Bicycling World 
man's query. "From everywhere," he an- 
swered; "from away up town, from Brook- 
lyn, from Staten Island, from Jersey." 

"Who are your principal customers— com- 
muters and suburbanites who pass your 
store every day?" 

"Not at all. Some of them are, but most 
of them are people whose business does not 
call them this way. How do they happen 
to come here to buy? Well, I've done con- 

siderable advertising in the daily papers, 
but I think most of them have been sent 
here by people who had already bought of 
me. Every one who buys knows three or 
four others who intend to buy, and I suppose 
when these get ready the first buyers say, 
'Go see Ward; he'll treat j'ou right.' They 
buy and then repeat the same thing to 
others, and that's the way they come to me — 
you know how it is. 

"How many wheels have I sold? The first 
year I was here I sold 250; last year, 2,000— 
it was my best year. This season I've sold 
somewhere around 1,500, and I have not 
kept open a Sunday, a holiday or a night 
since I opened the store. 

"Sundries? I sold more of them this year 
than last. 

"Repair work? I do not do a great deal 
of it, and do not depend much on that de- 
partment. I don't cut prices on bicycles, and 
I won't do cheap repair work. I do only 
good work, and get the business of only 
those who are willing to pay the price. I 
wouldn't enamel a frame, for instance, for 
less than $4.50. That's the price of a good 
job. I wouldn't do it for less. If fpeople 
want a wheel overhauled, I overhaul it; I 
give as much care to the smallest nut or 
bolt as to the larger parts. I try to do the 
work right in the right way, and I get the 
price for such work." 

"What of next year? I don't know— do 
you? I simply know one thing — when I 
can't make money out of this business I'll 
close the store as quickly as I opened it. I've 
just put in phonographs as a side line, but 
I haven't had them long enough to pass an 


Plainly Motocycle flatters that Convey Sug- 
gestions to the American Trade. 

For an Extra Passenger. 

One of the first thoughts of a motocyclist, 
after he has mastered the management of 
his machine, is to devise — if he has it not 
already— some means of carrying a second 
passenger. He wants company, and is will- 
ing to subunt to some inconveniences to ob- 
tain it. Therefore, he looks around for some 
method of adding to the carrying capacity 
of his machine. 

The first question to be decided is Avhether 
the extra passenger is to be an "idler" or 
provided with the means of assisting in the 
propulsion of the machine when occasion 
arises. Whenever the motor has not suffi- 
cient horse power to account satisfactorily 
for this doubling of the load, it is very much 
better to follow the latter course, as then 
on steep hills leg power can be brought to 
aid the motor in surmounting them. Should 
anything go wrong with the motor, such 
assistance would be very welcome. 

Of course, where the motor is of ample 
power such precautions are not necessary, 
and instead of a trailer— which is the easiest 
way to provide auxiliary driving— a seat in 
fiont can be constructed. This is the method 
most in favor, and as there is a growing dis- 
inclination to fit anything but full powered 
motors— say, more than 1% h. p.— it bids fair 
to be generally adopted. 

London. Oct 13.— In close connection with 
the motocycle, especially when the latter 
takes the form of a four-wheeler, I saw this 
week a small vehicle which was practically 
an ordinary quad with the saddle removed 
and also the front seat. The pedals were 
detached and the vehicle was converted into 
a small car, which, in winter, will be likely 
to be appreciated. The machine I saw is 
easily reconverted to a motocycle, in the 
ordinary sense, should the rider so desire, 
and so it is a pattern which answers the 
purpose of a motocycle or a small car. In 
the car form, however, it is only suitable for 
one rider. The speed is fast, but there is a 
lack of hill-climbing power when the roads 
are heavy or the gradients very steep. The 
cost is not greatly in excess of the ordinary 
quad as usually sold. 

In some respects the idea resembles that 
brought out by the Progress Cycle Co., Ltd., 
in connection with their motor quad. In the 
case of the "Progress" the front seat is easily 
detachable, and can be replaced by a suit- 
able basket or box for the delivery of light 
goods. This machine will doubtless find a 
ready sale among tradesmen who wish to 
be thoroughly up to date, because not only 
does it act as a most efficient carrier, but 
on the Sunday it is useful for taking the 
trader's wife into the country, after the man- 
ner of the seven days' pony now in common 
use. The only difficulty lies in the fact that 
at present good motor drivers are few and 
far between, and it is difficult to get a lad 
with a sufficient knowledge of machines of 
this class to be trusted with an expensive 
vehicle, especially in the streets of large 
towns. The hill-climbing difficulty is also 
apparent, for unless a motocycle be geared 
very low it is bad on hills if carrying much 
weight. Perhaps, however, for delivery pur- 
poses this defect is not so apparent as in 
ordinary riding, because a good deal of the 
loss of power is directly due to the heating 
of the comparatively large sized motors now 
deemed necessary. With the constant stop- 
pages necessitated in delivery rounds the en- 
gine would have time to cool. If, however, 
friction clutches are employed, the tempta- 
tion to let the motor run while the machine 
is standing will be great, and then over- 
heating may easily occur. 

Within the last week three accidents, one 
rather serious, have occurred to motocyclists 
when attempting to turn corners at too great 
speeds. In no case has an actual capsize 
taken place, but the front wheels have failed 
to obtain sufficient steering grip of the road. 
with the result that the machines have 
skidded sideways and collided against ob- 
stacles, and in one instance against a brick 
wall, with the result that damage has been 



done, while in the latter ease the rider re 
reived some bad cuts. It would seem lhal 
the wheel base of the average motor tri- 
cycle is not sufficiently long to insure the 
steering wheel getting a firm hold of the 
ground, \vhile, in addition. Hie weight of 
the motor behind the axle is another eause 
of the skidding- The "Ariel" tricycle, which 
lias the motor in front of the main axle, is 
much better in this matter. For the same 
reason those tricycles which have the mo- 
tors placed horizontally in the frames also 
Steer better on grease and at corners, and 
do not jump so much when being started. 

Just now we seem to be suffering from 
an epidemic of stale or adulterated petrol, 
for recently I have met drivers of cars who 
could not get their vehicles to do more than 
crawl and riders— or rather would-be riders— 
of motocycles who have had to resort to 
pushing their machines. In each case the 
fault was traced to the petrol or spirit used. 
It does not matter how much one pays for 
it, there is no certainty of getting it in 
proper condition. In the case of a car the 
matter is not so utterly disastrous, because 
it is possible to get along slowly; but with 
the tricycle or quad, stale or defective petrol 
means a complete stoppage. Yet the price 
here is very high, and at a few inns where 
it is stocked the charge per gallon is often 
70 cents, which is a bit stiff, especially when 
it is found that the oil is old and bad. 

I hear that it is just possible that, when 
the excitement of the election is over and 
we settle down to army reform, the subject 
of motors for miliary use will receive serious 
attention. At first niotocycles will most like- 
ly be of service, and it is highly probable 
that some experiments will be tried with 
these. In the event of an oi'der being placed 
I iy The Government, I hope it will not be 
drawn up and passed by the same people 
who "designed" the army bicycles. These 
machines look perfect "crocks," and if the 
gentlemen responsible for them spoil the by 
no means perfect motor tricycle to the same 
extent the chances are that the machines 
will not run at all. We have a knack in 
this country of putting influential people to 
the work of supervising what they do not 
understand for a Government which knows 
even less of the subject; hence the chances 
are against the military motor in England 
for many years to come. In Germany such 
machines are comparatively advanced, and 
German officers have used not only moto- 
cycles. but large cars, during the recent 


Some New Motocycle Creations Result, a 
Novel Cooling Device Amongst Them. 

Hendee's New Models Ready. 

The Hendee Manufacturing Company, of 
Springfield, Mass., already have their 1901 
models ready and will show them to the 
trade early next month, when their travel- 
ers will "take to the road." Last year was 
the most successful in the history of the 
Hendee company, and deservedly, because 
they had one of the best values in bicycles 
ever offered. 

D. J. Post, president of the Veeder Manu- 
facturing Company, returned to Hartford 
this week, after spending four weeks in 
New Mexico, hunting for wild game. 

Paris, Oct. 9.— Originality is not a very 
strong point with cycle makers here, but 
they seem to be developing this quality 
pretty extensively in the motocycle trade 
just now. Every manufacturer of cycles is 
trying to make up for the low profits in his 
old business by engaging in the more re- 
munerative occupation of building motor 
driven machines, and as there is so much 
competition in this new line each endeavors 
to put his own mark on the wheels he turns 
out. Makers find this the more difficult, as 
there really seems to be very few practical 
variations from the usual methods of fixing 
motors to tricycles or bicycles ana gearing 


them either by spur wheels or belts. Up to 
■ the present all the leading firms have bolted 
their motors on the "bridge," or tube, paral- 
lel with the axle, to which it is geared by spur 
wheels, and only one, the Messrs. Renaux, 
has struck out in different lines by building 
their horizontal motor into the frame, and 
thus giving a greater rigidity to the mech- 

Another novelty that has come under my 
notice is an adaptation of the Pernoo trans- 
mission to the tricycle. In the Pernoo ma- 
chine the motor is fixed on the down tube 
and power is transmitted from the motor 
shaft to the rear driving wheel by a belt 
running on a pulley fastened to the spokes — 
a sort of reversal of the Werner system. 
The tricycle was of the rear steering type, 
with a seat between the two front wheels 
and a saddle for the driver carried on a pin 
inserted in the down tube in the usual way. 
The motor was fixed to the down tube and 
connected by a belt with the rear wheels. I 
saw this machine climbing a long hill with 
two on board, and it went up at a good speed 
with only occasional pedalling. The idea ap- 
pears to be an excellent one, for it is evi- 
dent that the motor can be fixed on the 
frame at quite as high powers as when car- 
ried over the axle. The arrangement would 
also seem to give greater flexibility 7 of power 
and stability to the machine, but a serious 
objection arises whether the considerable 
pull on one side of the wheel would not 

make it untrue. It is only necessary, how- 
ever, to point out a ilel'ect iii order (o find a 

The greal drawback to the ordinary motor 
tricycle is the want of flexibility referred to. 
The motor is imprisoned by the gear, and 
if, when going up a hill, the resistance of 
the gear should bring down the revolutions 
to a point at which the power developed is 
inoperative, the motor stops unless it is as- 
sisted by the pedals. Several speed changing 
devices have been brought out, so that the 
. resistance can be reduced by using a low 
gear when climbing hills, but none of them 
have found much favor, chiefly because the 
complication of mechanism is not warranted 
by any saving of energy in pedalling up 
steep hills. Most cyclists prefer to use a 
high powered motor which will take them 
up any gradient. Yet a simple form of 
change-speed gear would undoubtedly meet 
with approval— one which is silent and 
prompt in action and can always be de- 
pended upon. The Fils de Peugeot Freres 
now adapt a change-speed gear to their 
quadricycles. They have a motor which 
runs independently of the pedals, so that it 
can be started by a handle without the 
driver being obliged to move the dead weight 
of the machine and overcome the enormous 
resistance of the compression with his feet. 
Now that motors of six horse power and 
more are being used on tricycles and quad- 
ricycles, this is a decided advantage. The 
change-speed gear may be very efficient, 
but it is a striking example of the want of 
simplicity in French mechanical work. The 
lever operating it from near the head tube 
has no fewer than seven joints. To the 
average mind it would seem to be much 
better to have one straight lever, to be 
worked from behind. 

A useful device has just been brought out 
by C. Terrot, of Dijon, for utilizing the com-i 
pression of air in the case containing the 
crank for cooling the combustion chamber. 
This is one of those very simple things 
which make one wonder why it was not 
thought of before. The leading idea is to 
provide some escape for the air in the motor 
case, as with each movement of the piston 
Hie air undergoes an alternate expansion and 
contraction which not only heats the motor, 
but also offers a certain resistance to the 
piston. This would, of course, be easily 
overcome by making a hole in the case, at 
the risk of losing some of the lubricating 
oil. M. Terrot screws a large section tube 
on the top of the case, the tube terminating 
in a smaller one which is bent so that the 
open end is directly over the combustion 
chamber. With each upward movement of 
the piston cold air is drawn into the case 
when it takes some of the heat from the 
cylinder. Upon the piston descending the 
air is forced up into the large section tube, 
where it expands and cools, and finally 
issues in a sort of cold blast over the top 
of the motor. If the apparatus be efficient 
in practice as it is ingenious in theory it 
should prove a very useful accessory. 




American Machines Claimed to be Useless in 
British Workmen's Hands. 

Before the United States Circuit Court, sit- 
ting at Hartford, Conn., and presided over 
by Judge Townsend, there came up last 
•week a case of considerable interest to the 
trade, and one involving a large amount of 

When the court adjourned on Friday night, 
to resume its work on Tuesday, matters 
had only progressed sufficiently to make 
plain the line of attack and to afford an 
indication of the defence. It is expected 
that several weeks will be consumed in try- 
ing the case, and as a strong fight will be 
made by the defendants interesting develop- 
ments are looked for and promised. 

The suit is that brought some months ago 
by John S. Brown and Ernest Brown, of 
London, Eng., doing business as co-partners 
under the name of Brown Brothers, Limited, 
against George J. Capewell, of Hartford; 
William G. Allen, of Hartford, and Charles 
Flint, who is described as being formerly of 
Hartford, but of parts unknown at the time 
of the bringing of the action. 

It is alleged that on or before July 15, 
1897, the defendants offered to sell to the 
plaintiffs for £12,500 (about $62,500) a com- 
plete plant for manufacturing bicycle spokes, 
the plant consisting of four bicycle spoke 
machines, suitable header and tender ma- 
chines, threaders, etc., together with a proper 
assignment of the British letters patent upon 
the improvements in the machines. 

It is alleged that the defendants repre- 
sented that they would provide skilled me- 
chanics to set up the plant so that it would 
produce bicycle spokes of the highest qual- 
ity, and also that they represented that when 
the plant was running it could be operated 
by ordinary workmen, and that the grades 
of steel wires ordinarily employed in the 
manufacture of 'cycle spokes could be used, 
and, furthermore, that the plant and ma- 
chines would produce bicycle spokes at the 
rate of 8,000 spokes per each spoke machine 
per day of ten hours, and 150,000 gross of 
spokes in the 270 working days of the first 
year of operation, and that the plaintiffs 
would make a large profit. 

The plaintiffs closed with the offer. Be- 
fore January 1, 1898, they paid the defend- 
ants £12,500, less a rebate of £2,000. Of the 
£12,500 the sum of £10,000 for the letters pat- 
ent, and £2,500 for the plant and machines. 
In February the defendants delivered a plant 
and machines, and provided skilled mechan- 
ics to set up and operate them. Between 
February, 1898, and December, 1899, the 
plaintiffs endeavored to operate them, and 
secured skilled mechanics to' operate the ma- 
chines, but were unsuccessful in all at- 
tempts. They complain that plaintiffs and 
defendants together endeavored to repair the 
machines and to supply new parts, but that 
Hie machines are incapable of manufactur- 

ing spokes of a commercial quality. It is 
denied that Hie machines could make spokes 
at the rale of 8,000 spokes per day per ma- 
chine, nor could said machines produce 
spokes in any quantity whatever. 

In their answer to the complaint the de- 
fendants admit that at the time of the acts 
referred to in the first paragraph of the 
complaint they had made some improve- 
ments in machinery for the manufacture of 
bicycle parts and bicycle spokes, and that 
one or more of them were the inventors and 
owners of certain improvements in auto- 
matic machinery for the manufacture of such 
spokes, and that they owned or controlled 
letters patent of the United States and Great 
Britain and of other countries for such im- 

It is also admitted that the principal value 
and merit of the machines invented and 
patented by them, or some of them, were in 
the capacity of the machines to cut, roll, 
swage and finish bicycle spokes of a quality 
equal to the spokes manufactured by other 
processes, in one process, without interven- 
ing labor, and with great rapidity, and that 
the saving of labor in such manufacture and 
the speed in the production of finished spokes 
of a marketable value were the essential 
features of the machines. 

It is also admitted that the plaintiffs have 
made some effort to operate the plant and 
machines, and that the defendants have, at 
the request of the plaintiffs, supplied some 
new parts and new tools for the machines. 
The defendants deny that they Avarranted 
the machines to produce at the rate of 8,000 
spokes a day, or that the machines could 
produce spokes in any quantitj^. 

The rest of the matter set out in the com- 
plaint is denied by the answer, or the de- 
fendants plead that they have not knowl- 
edge or information sufficient to form a be- 
lief. The defendants also make claim for 
$2,000 by way of offset for goods delivered 
and money paid out and expended for the 

Various witnesses were called, among 
them being Ernest Brown, of the complain- 
ants, and A. V. White, superintendent of the 
latter's works in London. The latter pre- 
sented a statement showing the cost incurred 
in setting up the machinery, and was in- 
structed to reduce it to a more compact form. 

When court opened at 10 o'clock on Tues- 
day morning the examination of A. V. 
White was resumed. His testimony showed 
that the failure of the machines was due to 
the combining of the two processes of roll- 
ing swaging in the same machine. On 
cross-examination he said that the cost to 
the complainants to learn this was between 
$13,000 and $18,000, and also that it occu- 
pied two or three months to learn what 
was the cause of the failure. The value of 
the spokes made was about $10. 


Again Ask that Import Duties be Increased 
— Request Likely to be Heeded. 

Austria's cycle and motor industry is said 
to be in a very bad state. The motor manu- 
facturers do not seem to be able to compete 
with foreign makers, and it is more than like- 
ly that the Government will give a willing 
ear to the proposals to raise the import duty 
on such commodities. The manufacturers 
ask for a duty of 35 gold florins instead of 25 
on each bicycle, and 250 gold floiuns on every 
100 kilos of cycle parts and accessories. 
Under this arrangement " motocyeles and 
frames for such are to pay 210 gold florins 
per 100 kilos, light cars 250, and cars with 
over four horse power 100 gold florins per 
100 kilos. All single motors and parts and 
accessories are to pay 250 gold florins per 
100 kilos. The Central Association of Aus- 
trian Manufacturers has taken the matter 
in hand and declares that it intends to carry 
it through. 

Speaking of Gas Lamps. 

He was an ex-travelling salesman for a 
lamp concern, and when the merits of the 
several gas lamps were under discussion he 
declared himself. 

"Of all the gas lamps that made their ap- 
pearance last year." he said, "there was just 
one that was a pronounced success, and it 
wasn't the one I sold, either; it was that 
Columbia lamp, made by the Hine-Watts 
Co., of Chicago. I'm not 'knocking' any 
one," he went on, "but I know what I am 
talking about." 

The ex-salesman wasn't talking for publi- 
cation—a fact that adds to the value of his 

Troy Strikes It Rich. 

Willis B. Troy, once Zimmerman's trainer 
and a figure in the cycle trade, has "struck 
oil," or, literally speaking, has struck gold. 
After drifting out of Hie .trade, he some way 
or other obtaiued an option on an Arizona 
mine. "Pay dirt" was struck soon after, 
and Troy acquired a half interest. The mine 
has since proved a bonanza, and Troy is 
now independently rich. He flits between 
Arozina and a princely office on Fifth ave- 
nue, New York, but expects shortly to' estab- 
lish a bank in the Western State and locate 
there permanently. 

J. J. Schneider, of the Noster Coaster and 
Brake Co-, Buffalo, was among the trade 
visitors in New York last week. He says 
the Nester had to feel its way during the 
past season, but that it gave such general 
satisfaction that it cannot well fail to make 
a deeper impress in 1901. 

Increase of Price Possible. 

It is stated that a strong effort is being- 
made to raise the price for 1901 of one of the 
A. B. C.'s most prominent $35 models of this 
year, the highest priced chain model of the 
line in question. There seems a strong pos- 
sibility that, while a $35 model will be again 
listed, one at $50 will also make its appear- 
ance. The factory concerned is said to have 
netted a loss this year, which may account 
for the effort. 




Graphic Story of the First Tour on That 
Type — The Lessons Learned. 

Bump, bump, bump, bump. We bumped 
on our motor bicycles all tbe way from the 
Avenue of the Great Army, in Paris, to the 
Golden Gate that leads to the east of France. 
Of course. I might have had a thirty horse- 
power car; I might have gone in the train 
or on an ordinary bicycle, says Joseph Pen- 
nell, the Anglo-American artist and foreign 
marshal of the L. A. W., in describing his 
tour on a motor bicycle, the first recorded 
occurrence of the sort. But, having tried all 
these methods and more, it was simply, for 
the moment, my ambition to drive that motor 
bicycle myself. I climbed a long, steep hill, 
and then I thought my troubles were over. 
The paving ended, the road became smooth 
and straight, and, pushing and pulling 
handles and levers, the little thing began to 
run all by itself, and to run like mad. It 
sped away across the level plains toward 
Melun. The air grew fresher and fresher, 
and even cold. I was chilled by the rapid 
motion. It was time to put on those leather 
clothes. I stopped. There were no leather 
clothes. There was no bag on the luggage 
canier. There -was nothing but a broken 
snap. I had dropped a complete suit, a tool 
bag and a travelling bag, and I never knew 
it. Foj? when a motor bicycle is going you 
could drop almost a cartload of coals and 
m ver know it. But they manage these 
things better in France. After an hour's 
hunt I found the missing traps at the Mairie 
of Villeneuve St. George's, to which they 
had been carried. I had dropped them in 
the streets of that town. 

Bump— bump again. But soon it was over, 
and the good road flew underneath me al- 
most half way to Melun. And then— just 
about half way— the machine stopped. Well, 
maybe those people in London who tried to 
make me buy their motor tricycle were right. 
Maybe the machine was a fraud. Maybe I 
bad been swindled. But I led the little beast 
to a tree, and I went at it. I examined its 
insides, its batteries, its wires, its motor, its 
carburetters, and all its cycling parts. After 
1 had blistered my fingers and oiled my 
clothes and cut my hands it started up again 
—how or why I do not know. I rarely know. 
But two or three shoves at the pedals, two 
or three turns of levers, and the way the 
little bicycle rushes by itself, at about thirty 
miles an hour, is amazing. What, after this, 
are high gears and long cranks, free wheels 
and spring frames? Antiquated delusions, 
all to be consigned to the scrap heap. Yet, 
1 am afraid, most people do not realize that 
at the present time it is possible to pur- 
cliase a motor bicycle which is a practical 

Rather elated at having left two or three 
scorchers on the level, I crawled through 
the streets of Melun, for if you can tear at 
twenty-live miles an hour you can also crawl 

at five. This way from Melun to the east 
of France is lip a steep, paved hill, and up 
that hill 1 went at twelve or fifteen miles 
an hour. There may be men who have no 
interest in motors! or who never can learn 
to work them. But no cyclist can see a 
motor bicycle climb a hill unaided without 
the deepest anguish. Once up, I ran into a 
head wind. What of it? Like the gentle- 
man in ^Esop, I only buttoned up my coat. 
There was no grinding against the blast. 
There was but a feeling of supreme con- 
tentment that with a motor bicycle nills 
and winds are annihilated. And then- 
crack! It stopped. Down again. The elec- 
tricity is measured all right. The wires are 
all right. The sparking plug is all right. 
Well, everything is all right, and the beastly 
thing won't go at all. Here is where the 
beauty of a motor bicycle comes in. Had I 
been on a car or a tricycle, or any other 
sort of motor. I would, as the French say, 
have rested en panne. But with a motor 
bicycle I simply pedalled it back to Melun 
like an ordinary. It was rather hard work 
for the five miles— eight kilometres— and it 
was rather humiliating to encounter the grin 
of the driver of a De Dion voiturette I had 
passed earlier near Melun as if he had been 
standing still. But at the shop of a most 
intelligent repairer, who has the honor to 
bear my own name, I was shown by Mon- 
sieur Pennell that Mr. Pennell had some oil 
on one of his wires, and that was all. So 
in a few minutes I was away, and then rode 
steadily, but probably twenty miles an hour, 
in the twilight, the motor going red and then 
white hot, into Villeneuve-sur-Yonne— about 
seventy miles, the first day's ride! And 
every bit of the seventy miles done for me 
by that little machine, over roads for the 
greater part bad enough to wreck any ordi- 
nary bicycle. 

Away the next morning early through 
Sens; and a hundred miles, with only a few 
stops to oil up, were covered before luncheon. 
Once I timed myself; seventeen kilometres, 
over a beautiful stretch of road near Ton- 
nerre, were done in twenty minutes— that is, 
ten miles and three-eighths. Don't want to 
ride like that? Don't you? It is only after 
you have driven a motor and devoted all 
your energy to driving it that you under- 
stand what the pleasure of violent motion is 
over a good road. It is only after a run of 
this kind, with no digging of pedals, no 
tearing your heart out, no covering your- 
self with a froth of perspiration, you realize 
that a new sort of bicycle is invented that 
will take you without work just a little 
faster than you dare to go. After Tonnerre 
and luncheon, on I went again. Two hun- 
dred and fifty kilometres had been covered 
between 8 o'clock and 4. Everything was 
going splendidly when of a sudden I found 
myself in one ditch and the machine stand- 
ing on its head in the other. I had had a 
side slip at something like twenty-five miles 
an hour. My hands were torn, my face was 
torn, my clothes were torn and my knees 
were torn. The bicycle seemed to be unin- 
jured, despite its slide on the bit of greasy 

road. But I soon found it would uot go. 
Well, I pedalled it into the next station, 
somewhere about ten kilometres off, put it 
on the train as I would an ordinary bicycle — 
it cost me a penny— and went to Dijon. 
Three hours' work, and I was off to Dole, 
climbing the long hills out of that town, and 
the still longer one out of Auxonne. On to 
theatrical Salins, and there, I did not know 
Avhy, it stopped again. The two repairers 
of the town — and every French town now 
boasts its repairer of automobiles, as every 
English town seems to glory in his absence- 
were both in Paris. Back again to Dijon, 
another afternoon in another machine shop, 
kindly patronage and assurances that I 
would never get anywhere from makers of 
cars and tricycles. Then back again to 
Salins; and if the beastly thing did not stop 
again in the same place, in the same town! 

The coal merchant, the chemist, the wine 
grower, the huissier and the hotel proprietor, 
who all owned motors, had a try at it. We 
had the whole machine to pieces in theTiotel 
courtyard. But only the next morning, after 
a half day's work, on the arrival of a com- 
mercial in a six horsepower car, did we 
cease our struggles, when he mildly sug- 
gested, by means of a voltometer, that the 
batteries had run out. This was a new ex- 
perience. There was no charging station 
anywhere round the foot of the Jura, to 
which I had now come. Nothing would in- 
duce me to go back to Dijon or take the 
train anywhere. That machine was to be 
driven or smashed. I was just about tired 
of working automobiles that wouldn't work. 
The last wire had broken. Either the auto- 
mobile was a fraud or I was a fool. Three 
days of waiting, and new batteries came 
from Paris. Five minutes after they had 
come, and twenty minutes after the com- 
mercial, on his six horsepower car, had left, 
I, too, started for Pontarlier. There is a 
steady climb of seven kilometres from Salins. 
Though I felt sorry for the commercial, I 
felt glad for myself when I tore by him in 
the middle of it. Climb hills? I have never 
yet seen anything to touch the machine. I 
may some day. Through Pontarlier, across 
the frontier, only stopping at the French 
Custom House to be sealed, into Switzerland, 
where, of course, began the pigheaded for- 
malities of signing papers and depositing 
duty, 20f of good French gold, later to be 
returned to me at Bale, in Mexican, Sardin- 
ian, Greek and Italian silver. The Swiss 
have now become so mean that they hardly 
ever circulate their own money. On to Val- 
lorbes, and then down to Lausanne in the 
morning. In the afternoon, through that 
horrid purgatory of steam trams and dis- 
eased and decrepit villa architecture, to 
which the entire Lake of Geneva has been 
prostituted, to Aigle. This much had I rid- 
den in one week, and of that week three 
days only nad been spent on the motor and 
four off it. I was told that the fastest time 
made from Paris to Lausanne by a racing 
car was sixteen hours, with a trained crew 
of engineers. I had taken about twice as 
long. But I had done it all myself and 
learned to drive the machine as well. 




What Results When An Obstruction is 
Encountered — Side Slip. 

Very little attention has been paid to the 
subject of wheel building of late years; in- 
deed, the matter is one that has suffered 
from neglect to a greater degree than al- 
most any other part of the bicycle. 

It is not that matters have stood still. 
Progress, improvement — these have marked 
the methods in vogue lor more than a dec- 
ade, and the result is extremely gratifying. 
But the means by Avhich it was obtained 
have lacked system. Each maker has 
worked along lines of his own, seemingly 
heedless of what his competitors were do- 
ing. If success attended him that was all 
be cared for. 

The theoretically perfect wheel, or even 
anything closely approaching it, is even now 
impossible of attainment. That it is highly 
desirable, however, is equally evident. The 
lack of it accounts for most of the wheel 
troubles that are still causing annoyance 
to the trade and public. Moreover, it is 
charged against untrue wheels that they are 
one cause of side slip, in addition to their 
many other shortcomings. An English 
writer figures it out in this way: 

Let us see what takes place in the wheel 
when an obstacle is ridden over, such as a 
brick or a drop over a curbstoue. The pi-ob- 
able blow the wheel has to meet may be 
1,200 pounds. The pneumatic tire, if well 
pumped up, may be credited with being- 
able to withstand half, or 600 pounds; the 
other 600 pounds must be opposed by the 

Suppose the wheel (28-inch diameter) has 
32 spokes, every one being tensioned up to 
84 pounds, then the eight spokes in the 
lower portion of the wheel and the rim to 
which they are attached are capable of with- 
standing the 600 pound blow, leaving 72 
pounds as a safety factor, plus the arched 
form and strength of material in the rim. 
Because, as the eight spokes are lowered in 
tension, the 24 spokes are increased in ten- 
sion; consequently after the effect of the 
blow the wheel, owing to its elasticity, re- 
sumes its true form of a circle. As no mem- 
ber in the complete wheel has failed to take 
its share of the blow, and as this share is 
within the compass of its ability to stand 
it, no permanent deformation takes place. 
Broadly stated, no spoke in an ideal wheel 
can be affected without influencing all the 
spokes, Avhether it be in driving or the ef- 
fect of a blow as described, or side buckling, 
such as side slipping. 

Now we may examine the effect produced 
by such a blow upon a wheel— not an ideal 
one, but the ordinary, average wheel of 
commerce. The distribution of the blow is 
the same, but the conditions to meet it are 
different, because the ordinary wheel is made 
a true circle ^'respective of equal tensions 
in all the spokes. These may and do vary, 

scarcely ever less than 3 to 1, and often 8 
to 1. But take a variation, very usually 
found in an ordinary wheel of 4 to 1, and 
say these arc 200 pounds and 50 pounds re- 
spectively, what will happen under a blow 
of COO pounds? 

To understand the effect we must assume 
the blow to be struck when the low tension 
spokes are at the bottom, and then consider 
the effect when they are at the top of the 
wheel. In the first case, with the low ten- 
sion spokes at the bottom, the effect of the 
blow is to release all the tensions of these, 
and as their combined tensions are insuffi- 
cient to meet the blow the rim tends to 
buckle inward to meet the deficiency, and 
as one-fourth of its circumference is un- 

Morgan *WrightTires 
are good tires 


Morgan & Wright 


Oil Tempered and Elastic, Protects Tread- 
Resiliency Claimed Unaffected. 

NEW YORK BRANCH: 214-216 WEST 47th ST 


Near Fort Hill Square. 

supported at that moment the effort to 
buckle inward produces a side whipping ac- 
tion, known by the popular name of side 

This movement will not take place in the 
ideal wheel, because as the lower members 
are reduced in tension the other three- 
fourths resist it by increased tension. But 
in the case before us the highest tension 
spoke takes the full brunt of the blow until 
it stretches sufficiently, or the rim is locally 
deflected, to enable the next highest to take 
its share, and so on, down to the lowest 
tensioned member of the three-fourths. Un- 
der these circumstances two things occur — 
either the highest tensioned spokes are per- 
manently stretched or the truth of the rim 
is permanently distorted, but in either case 
the result is an untrue wheel. 

Now, what occurs with the high tensioned 
spokes at the bottom and the low ones at 
the top is this: they are capable of receiving 
the blow, with reserve strength to spare, and 
side slip will not take place. But the low 
tensioned spokes at the top will receive a 
sudden addition to their tension similar to a 
snap. Then the spokes on either side of 
them will receive their share of the resist- 
ance in the order of their highest tensions 
in a series of rapid jerks, all tending to per- 
manently stretch the higher tensioned, and 
to permanently distort the rim. 

. Numerous efforts have been made to ac- 
complish the impossible — to employ for the 
tread of pneumatic tires a material that 
will be impervious to puncture and yet so 
pliable as to cause no loss of resiliency. None 
of them have ever been attended with suffi- 
cient success to cause a ripple in the tire 

The reason is not far to seek. Riders 
want immunity from puncture, but they are 
not willing to pay the necessary price. No 
amount of security will reconcile them to 
the slightest decrease in resiliency. They 
may think that it will, and for a time use 
a tire possessing the desired qualities; but 
sooner or later they will rebel against the 
self-imposed handicap and return to the 
more dangerous but better liked tire of the 
regulation construction. This has been the 
rock upon which every inventor of tires of 
this description has struck; and invariably 
with disastrous results. 

But as hope springs eternal in the human 
breast, so inventors return to tiie charge 
despite the warning sounded by the fate of 
past workers in the field of puncture proof 
tire endeavor. One of the latest efforts in 
this line emanates from an East Orange, 
N. J., man., Dr. J. I). Parker, who has de- 
voted considerable time to the production of 
a non-puncturable bicycle and automobile 

He has devised a steel tire which he thinks 
will answer the needs of the bicycle, still 
retaining the pneumatic rubber tube for a 
cushion. The invention, in brief, consists of 
an integral ribbon of steel thrown around a 
cushion for a tire which is especially con- 
structed for its work. The tire has recessed 
flanges to hold the cushion. 

The ribbon of steel is made so elastic that 
it is possible to wind it up into a tight coil. 
Such a covering as this, Dr. Parker thinks, 
will render the rubber absolutely non-punct- 
urable, and will, with fair usage, last as 
long as the frame of the bicycle. To make 
the coverings for the tires is no simple mat- 
ter. First the steel is cold rolled to the re- 
quired width and thickness. It is then given 
an oil temper. When it is finished the metal 
is as tough as modern steel can be made, 
yet it is flexible and feels almost as soft 
and pliable as buckskin. It is almost im- 
possible to break it except under the ham- 

The rubber tubes do not touch the ground, 
and it is claimed that they are not subject 
to any wear except what results from com- 
pression. It is thought that, protected by 
the steel, the life of the rubber tubes will be 
much prolonged. 







Patent Pending. 




Patent Pending. 






Patent Pending. 



Patent Pending. 

Cheapest Mode of Transportation Known to Mankind. Every Bicycle Dealer, Manufacturer and Repairman 

is Interested. Send for Catalogue and Discounts. 



|h e 



It has caught the Dealer's Fancy ===Why? Because it 

CAN be adjusted to 45 different 
positions without changing 
distance between grips. 
Can be used with or without for- 
ward extension. 


With all different adjustments 
grips are always parallel. 

Expander is absolute, and will 
release. Best material, con- 
struction and finish. 

If your Catalogue does not contain it, the dealer will look elsewhere and you will 
Prices and electros upon application. 





Obligations are Imposed on Cyclists as Well 
as Privileges Granted. 

Many years bare elapsed since the status 
of the bicycle was legally defined, and no 
serious attempt has ever been made to de- 
prive its riders of the rights thus secured. 
On the other hand, injudicious cyclists have 
frequently shown a di isition to overstep 
reasonable bounds and encroach on the 
rights and privileges of o ers. 

A verdict has just been von in the Phil- 
adelphia courts that had a decided bearing 
on this phase of the matter. In 1889 the 
Pennsylvania Legislature passed an act de- 
claring that bicycles, tricycles and all ve- 
hicles propelled by hand or foot, and all per- 
sons by whom such vehicles are ridden or 
propelled upon the public highways, shall 
be entitled to the same rights and subject 
to the same restrictions as are prescribed by 
law for persons using carriages drawn by 

The act gave the new method of travel a 
legal status not theretofore possessed by it. 
But with the privileges conferred by the act 
passed also the wholesome restrictions im- 
posed by the common law, by statutes or 
by the decisions of the courts upon persons 
in charge of carriages drawn by horses. 

In the case referred to a new point regard- 
ing the respective rights of bicyclists and 
pedestrians on the streets was discussed in 
a charge to a jury made by Judge Sulz- 
berger, of Court No. 2, in the suit brought 
by Samuel B. Ogilbie against J. George An- 
derson, to recover damages for personal in- 
juries received on April 17, 1897. 

Mr. Ogilbie, an aged man, was crossing 
Chestnut street at Ninth street, when he was 
knocked down by a bicycle ridden by the 
defendant, and sustained a fracture of the 
arm. The case rested entirely upon a ques- 
tion of negligence, and the jury returned a 
verdict in favor of the plaintiff for $75. 

After reviewing the testimony by the Avit- 
nesses presented, and the law governing the 
case. Judge Sulzberger said to the jury: 
"Quite as much care and prudence are re- 
quired of a man who propels a bicycle as 
the man who propels carriage or dray. There 
is, in law. no difference between the respon- 
sibility for care. A man cannot use a ve- 
hicle, even though it be a oicycle. upon the 
theory that it is himself that is propelling 
himself along, and then exercising that ut- 
most freedom which a foot passenger exer- 
cises in moving, because a vehicle has in it 
elements of danger which a man himself 
has not. 

"Of course, a bicycle is a light vehicle 
and has no foreign power to govern, and. 
therefore, the man on top of it often takes 
risks which a man who has a foreign power 
to govern would not take. No prudent driver 
would run his horse as close around an- 
other horse's head as this bicycle rider did 

in this case. If a man cannot safely run in 
front of a horse's head, I mean, cannot 
safely, consistent with the safety of the 
other passengers on the street, then it cer- 
tainly is negligence to do that running. If 
it requires such a violent push or sprint 
that he can no longer control his vehicle, 
and that innocent people on the crossing 
must be struck by him by reason of his not 
being able to control it, then the propul- 
sion of a bicycle at a crossing at that rate 
is negligence. 

"My thought on the subject is this: If 
the man was standing still, the defendant 
ought to have had the vehicle under such 
control that he could have avoided him. Ac- 
cording to his story, he knew that the old 
man was in a panic, and could no longer ex- 
ercise intelligent discretion in a sudden 
emergency which threatened him with harm. 
He says himself that he could, because, as 
he watched the man in a panic, he regu- 
lated his motions three times to suit the 
emergency and yet he hit him." 


Riders Coast Without Thinking— Braking 
Requires Some Thought, However. 

Saddle for $22.50. 
Hold your breath! Here's a cycle saddle 
that retails for $22.50. There's no mistake 

about the figures— $22.50 is right. But it is 
a saddle for rnotocycles, and the first of the 
sort made in America. It is the product 
of the Persons Mfg. Co., of Worcester, Mass., 
who are bent on making hay while the sun 

The saddle is, of course, designed more 
particularly for tricycles and quadricycles 
on which the rider does not use his pedals 
steadily, but carries most of his weight on 
the saddle, making an upholstered seat and 
a back rest particularly grateful. 

The interior of the Persons seat contains 
a bed of ten distinct springs laced into po- 
sition at the top and bottom, each perma- 
nently attached to the base, and all being- 
canvas covered. Resting upon the springs 
is a layer of mohair properly distributed and 
retained. The back and sides are of sheet 
metal. Extending from under the base at 
each side of the seat and in the rear is a 
sheet metal tool kit of great capacity, di- 
vided into a series of leather pockets. Above 
the kit is a pocket for papers, maps, etc. 
The ends of the cover for the tool compart- 
ment will be noticed at the sides of the seat, 
as well as the straps which hold same in 
place. The clamp has supporting arms 
which extend across the base, and two large 
set screws, that assure strength and safety. 

One thing that tells strongly in favor of 
the coaster brake is that the rider learns to 
use it instinctively. After his apprentice- 
ship is served— after he has learned that he 
is never to hold his feet stationary except 
when he wants to coast, or to back pedal 
when he does not want to check his speed- 
he has plain sailing ahead of him. 

He does not have to see that he has come 
to a down grade before he begins to coast. 
He could close his eyes as he went along and 
take his mind off the subject of coasting; 
yet the instant he struct a bit of down grade 
he would find his feet stopping and himself 
enjoying his coast. There is no lever to be 
moved,, no action— either mental or physical 
—to be taken; just as soon as the necessity 
for forward pedalling — in order toi main- 
tain the normal speed— is removed the feet 
stop. And they remain motionless just as 
long as the machine will run at the normal 
speed. When it ceases to do this the feet 
begin again to work, and, as before, without 
the rider being conscious of making the 

It is this that lends to the device much of 
its fascination. It is p an automatic governor 
that tells the feet when to rest and when to 
work; the mind is relieved of all thought in 
the matter. 

It is not the same with the braking part of 
the device. Here an effort of the will is re- 
quired. The rider must be conscious of 
something being required before he back 
pedals and so applies the brake. He learns 
in time to go through the operation mechan- 
ically once he is aware that it is necessary; 
but his feet do not, as in the case of the 
coaster, instinctively apply the brake with- 
out his brain taking- cognizance of the ac- 

It may be that this is partly due to the 
fact that the brake is more sparingly used 
than the coaster. Practice makes perfect, 
and it will take a longer experience with 
the device to become accustomed to its sec- 
ond feature than its first. 

Veteran Wants a flotor Tandem. 

Burley B. Ayres. one of the shining lights 
of the "good old days," now private secre- 
tary of John W. Gates, president of the 
American Steel and Wire Company, is one 
of the many veterans who incline strongly 
toward the motocycle. In remitting $2 for a 
renewal of his subscription to the BI- 
CYCLING WOULD, Mr. Ayres adds that he 
is in the market for a self-propelling tandem. 
He wants a single track machine for two, 
and says he "has a theory that if the motor 
is hung long in the hanger the balance will 
be improved and the neatness (if the ma- 
chine preserved," 



Goinjr West? 

If .von purchase your tickets via the Nickel 
Plate Road, the shortest route between Buf- 
falo ami Chicago, you will secure the best 
service at the lowest rates. Three fast 
thru express trains daily, in each direc- 
tion, between Buffalo. Erie, Cleveland, Ft. 
Wayne and Chicago, making close connec- 
tions at the latter city with the fast trains 
of the Western roads. The trains on the 
Nickel Plato Road consist of elegant vesti- 
buled day coaches, sleeping cars of the latest 

models, and Nickel Plate dining cars serv- 
ing famous individual club meals at rates 
from 35 cents to $1. Thru sleeping cars 
are also run from Boston, New York, Al- 
bany, Syracuse, Rochester, Scranton, Bing- 
ham ton and Elmira, and many other Eastern 

If your ticket agent cannot give you the 
information desired, address F. J. Moore, 
General Agent. Nickel Plate Road, 291 Main 
St., Buffalo. N. Y. *** 

"Mutocvcles and How to Manage Them." Price 75 
cents. The Goodman Company. 

Kirkpatrick on Side Lines. 

In addition to the complete line of Kirk- 
patrick saddles, the Kirkpatrick Saddle Com- 
pany, of Springfield, Ohio, is getting out a 
number of wire goods, which will be offered 
to the retail cycle trade as side lines. Among 
the articles are a hat rack, a tool rack, a 
carpet beater and a baby jumper. Incident- 
ally, the Kirkpatrick people have removed 
to larger quarters in Primrose Alley, so 
named, it is believed, because a primrose has 
never been seen there. 



For Bicycles, Buggies and Automobiles, 
and the Water-feed takes care of itself. 


Burns y 3 the carbide. Gives twice the 

WATER FEED, automatic, i. e. t requires 
no regulator. Water flows proportional 
to flame set. 

GAS VALVE regulates size of flame, high 
or low — only lamp in which you can 
regulate the flame in the manner. 

Gas generated at low pressure thus 
avoiding all danger common to high- 
pressure lamps. 


14=16 North Canal St., Chicago, III. 


The Mon on Route and C. H. & D. R'y run four trains 
daily from Chicago to Cincinnati. The day trains leave 
Dearborn Station, Chicago, at 8.30 a.m. and 11.45 a - m -i ar >d 
are equipped with elegant Parlor and Dining cars. The 
Night trains leaves at 8.30 p.m. and 2.45 a.m. These trains 
are equipped with elegant sleepers and compartment cars, 
the sleepers on the latter train being ready for occupancy at 
9.30 p.m. All trains stop at 22d St., 47th St. and 63d St., 

Ask for tickets via MON ON and C. H. & O. 

Chy Ticket Office, 232 S. Clark St., 

K/~\ Tf S~\ to be on the go, get your tires from 
-\J~r±-\J Kokomo. Made and sold by 

KOKOMO RUBBER CO., Kokomo, Ind. 


The Best in 
the World. 


a PERSONS product. 






It Comes From Connecticut This Time- 
What It is Like. 

In view of two conditions confronting most 
riders, viz., the absolute necessity for ob- 
taining air at certain irregular intervals for 
their tires, and a marked disinclination to 
carrying the indispensable pump, there have 
been many efforts made to reconcile them. 

A Danbury, Conn., man thinks he has 
solved the problem, and has taken out pat- 
ents in this and foreign countries on an in- 
vention which he is preparing to exploit. In 
consequence, the Bicycle Frame Pump Co. 
has been formed, its members being Charles 
A. Romans, the inventor of the device, and 
Lucius H. Hoyt, and an active campaign is 
to be entered upon. A sample pump is on 
exhibition at Danbury, and city, state and 
country rights to it are offered for sale. 

The construction of the pump is very sim- 
ple. The inventor says he has converted the 
hollow tube which forms the upright section 
of the frame between the saddle and the 
crankhanger into a pump. By plugging the 
bottom of the tube, just above the crank- 
hanger, he makes it airtight. A hole is 
bored into the tube at a convenient place to 
receive the nipple, which connects a rubber 
tube with the pump when it is in use, the 
tube conveying air to the tire. The plunger 
does not differ in principle from that in use 
in all bicycle pumps. 

The rod passes through the hollow saddle 
post, and when not in use projects slightly 
above the top of the post. The rubber tube 
which conveys the air from the pump to the 
tire is carried in the hollow handlebars when 
not in use. The end of one of the grips is 
fitted with a cap which may be removed in- 
stantly, and the tube is slipped into the bars. 
The inner end of the cap is so made that it 

holds the rubber tube when it is lying inside 
the handlebars and also forms a handle 
which may be attached to the end of the 
pump plunger. 

It is apparent that the pump may be used 
not only in filling the tires ; of • its own ma- 
chine with air, but may be utilized for pump- 
ing up other machines. In fact, it differs in 
no way from other bicycle pumps, so far as 
its general use and utility are concerned. 


Urges Our Copenhagen Consul — Why and 
How It Should be Done. 

Police Squad's Repairs Influence the Chief. 

Heretofore the Washington (D. C.) Police 
Department has purchased wheels for the 
use of its bicycle squad, "but as every rider 
has his preference, and as the item of re- 
pairs has become an expensive one," the 
superintendent "after mature study and con- 
sideration" believes, "that economy and 
prompt results would follow if members 
mounted on wheels were required to pro- 
vide their own bicycles and to keep the same 
in repair. Besides benefiting the depart- 
ment, it would give more satisfaction to the 
operator. It is proposed that bicycle pri- 
vates should purchase their own wheels and 
keep them in repair, as the mounted officer 
does his horse and feeds it, with a certain 
small annual allowance in each case as act- 
ual compensation, which has been reckoned 
at $50 each per annum." The expense at- 
tending the Washington cycle squad, includ- 
ing purchase and repair of wheels and the 
providing of tachometers, or speed indica- 
tors, was $2,239.49. 

Feature of the Fisk .Valve. 

The Fisk Rubber Co., Chicopee Falls, 
Mass.. makers of Fisk tires, have a method 
of making the valve stem which is peculiar 
to themselves, producing a practically un- 
breakable stem; the lining is semi-cured be- 
fore the stem is made up, and is unalterable 
by heat when the tire is vulcanized. This 
means, they say, that the lining is never 
punctured by the adjacent fabric, and the 
valve stem consequently will not leak. 

Prompt action should be taken by Ameri- 
can manufacturers to prevent the appropria- 
tion of their trade marks by unscrupulous 
foreign firms, says Consul John C. Freeman, 
writing from Copenhagen. 

In order that an American citizen or firm 
may get a trade mark registered in Den- 
mark it is necessary, as a preliminary step, 
that the same trade mark be registered in 
the United States. 

For effecting the registration of a trade 
mark in Denmark the following documents, 
etc., are required: 

(1) A power of attorney signed by the pe- 
titioner (who must be the same party to 
whom the corresponding trade mark in the 
United States belongs). This signature must, 
be authenticated by a Danish consul in the 
United States. 

(2) An official extract from the United 
States trade mark register showing that the 
mark in question has been duly registered 
in the United States. This extract has also 
to be authenticated by a Danish consul. 

(3) Two electro blocks of the mark, one 
of which must be mounted on a metal base. 
The mark must not exceed 15 centimetres 
(5.9 inches) in width or 10 centimetres (3.9 
inches) in height, and the electros must be 
deeply cut. 

(4) Six prints of the mark on strong white 

I may add that the requirements for the 
registration of a trade mark in other Scan- 
dinavian countries are the same as for Den- 

"Motocycles and How to Manage Them." 
The name explains the nature of the book. 
Trice 75 cents. For sale by The Goodman 
Company. * • » 


and returned to the makers a considerable quantity of material that was not good enough to go into CURTIS PEDALS. It is being used by others. 

Curtis Pedals 

are as good inside and under the nickel plating as they are on the outside. 

That's why they have been a standard of quality for nearly ten years, 

Can you be interested in pedals of the sort ? 




Big Shipments to Philippines. 

lor the week ending October 16, 1900, the 
shipment to the Philippines was the feature 
of the export trade; valued at more than 
$0,000, ii was Car and away the heaviest 
parcel. The manifest for the week follows: 

Argentine Republic— 1 case bicycles, $30; 
ID cases bicycle material. $940. 

Alexandria— 20 cases bicycles, $490. 

Amsterdam— 11 cases bicycles, $211. 

British West Indies— 9 cases bicycles, $154; 
1 case bicycle material, $31. 

Bremen— 3 case bicycles, $50; 2 cases bi- 
cycle material, $101. 

Brazil— 19 cases bicycles, $329; 3 cases bi- 
cycle material, $69. 

Barcelona— 2 cases bicycles, $37. 

British East Indies— 7 cases bicycles, $876; 
is ,-ases bicycle material, $840. 

Cuba— 2 cases bicycles and material, $166. 

Copenhagen— 51 cases bicycles, $525; 73 
cases bicycle material, $3,142. 

Christiania— 1 case bicycles, $30. 

China— 7 cases bicycles, $246; 13 cases bi- 
cycle material, $1,178. 

Dutch Guiana— 9 cases bicycle material, 

Ecuador— 2 cases bicycles, $62. 

Genoa— 2 cases bicycle material, $110; 2 
cases bicycle material, $135. 

Glasgow — 4 cases bicycles, $120. 

Hamburg— 1 case bicycles, $75; 12 cases bi- 
cycle material, $530. 

Havre — 1 case bicycles, $23; 3 cases bi- 
cycle material, $105. 

Hong-Kong — 6 cases bicycles, $464; 9 cases 
bicycle material, $563. 

Japan— 96 cases bicycles and material, 

London— 38 cases bicycles, $515; 8 cases 
bicycle material. $268. 

Liverpool— 8 cases bicycles, $365; 2 cases 
bicycle material, $40. 

Philippines — 88 cases bicycles and parts. 
si ,.2:;:: 

Porto Rico — 2 cases bicycles, $52. 

IMneus — 4 cases bicycles, $165. 

Rotterdam— 1JD cases bicycles, $480. 

Siam — 2 cases bicycles, $55; 1 case bicycle 
material, $40. 

Southampton— 1 case bicycles, $39; 17 
cases bicycle material, $422. 

Smyrna — 2 cases bicycles, $73. 

Venezuela— 3 cases bicycles, $77. 

VYasa— 1 case bicycle material, $25. 

Warberg— 2 cases bicycle material, $95. 

Exports of biycles and cycle material from 
the Port of New York for the week ending 
October 23, 1900: 

Antwerp— 1 case bicycle material, $20. 

British Guiana — 4 cases bicycles, $187; 7 
cases bicycle material, $165. 

Bremen— 2 cases bicycles, $165; 4 cases bi- 
cycle material, $190. 

British Honduras— 2 cases bicycles, $72. 

British West Indies— 11 cases bicycles, 
$305; 7 cases bicycles, $248. 

British East Indies— 4 cases bicycles, $144; 
] case bicycles material, $59. 

British Possessions in Africa— 19 cases bi- 
cycles, $712. 

British Australia— 2 cases bicycles, $75. 

Brazil— 1 case bicycles, $61. 

Cuba— 10 cases bicycles, $284; 6 cases bi- 
cycle material, $189. 

Copenhagen— 3 cases bicycles, $58; 11 
cases bicycle material, $674. 

Dresden— 1 case bicycles, $50. 

Greenock— 2 cases bicycles, $35. 

Gibraltar—] case bicycles, $35. 

Gothenburg— 1 case bicycles, $20. 

Genoa— 1 case bicycle material, $35. 

Havre— 1 case bicycles, $30; 13 cases bi- 
cycle material, $326. 

Hamburg -15 cases bicycles. $677; 37 eases 
bicycle material, $1,517. 

London— 2 cases bicycles, $80. 

The Retail Record. 


Atlantic City. N. J.— Charles Singer, re- 

.Marion. O. — Ryan & Brooks, succeed J. 
Hoods Lou. 

Troy, 111.— John C. Gebauer, succeeds Ge- 
bauer Bros. 

Eugene, Ore.— D. B. Paine & Co., dissolved 

Madison, Ind. — Preston C. Lewis, succeeds 
W. O. Lewis. 

Glenwood, la.— Sharp & Gettler, succeed 

C. W. Ratbke. 

Detroit, Mich.— Francis J. Bowes, succeeds 
Bleasdale & Bowes. 

McFall, Mo.— J. R. Toll, succeeds Louis 
Bros. Hardware Co. 

Jackson, Mich.— Elliott & Birney, succeed 

D. A. Yocum & Co. 

Wayland, la.— J. Wenger & Co., J. Wenger 
has sold his interest. 

Nichols, N. Y.— Elmer Ellis, will build a 
larger shop on the present site. 

Haverhill, Mass.— Pentucket Cycle Co. has 
purchased business of Chas. A. Seuter. 

West Rutland, Vt.— Harry Cuinmings will 
remove to Campbell Building, Marble street. 

Los Angeles, Cal — E. R. Risden Cycle Co., 
452 S. Broadway, succeeds to the retail busi- 
ness of the Avery Cyclery. 

Los Angeles, Cal.— The E. H. Crippen 
Cycle and Supply House succeeds to the 
wholesale and jobbing business of the Avery 

The Week's Patents. 

No. 659,648— Sheet metal wheel. Rudolf 
Chillingworth, Nuremberg, Germany. Filed 
July 18, 1899. Serial No. 724,323. (No 

No. 659,653— Automatic pump for bicycles. 
Charles J. Dowling, Chapman, Kan. Filed 
June 19, 1900. Serial No. 20,841. (No model.) 

No. 659,673— Air admission and check 
valve for pneumatic tires. Edward W. Holt, 
London, England. Filed June 8, 1900. Serial 
No. 19,599. (No model.) 

No. 650.701— Pneumatic tire. Robert P. 
Scott, Cadiz, Ohio. Filed July 20. 1900. 
Serial No. 24.322. (No model.) 

No. 659,713— Change speed gear for cycles. 
Leon Stilmant, Brussels. Belgium. Filed 
November 13. 1899. Serial No. 736,755. (No 

No. 659,730— Air extractor for pneumatic 
tires in construction. Augustus E. Ellin- 
wood, Akron. Ohio, assignor to the Goodyear 
Tire and Rubber Company, same place. 
Filed March 7, 1900. Serial No. 7,653. (No 

No. 659,731— Bicycle handle bar. Michael 
J. Flynn, Hartford, Conn., assignor to Ann 
Flynn, same place. Filed June 1, 1900. Serial 
No. 18,722. (No model.) 

No. 659,833— Bicycle. Harry J. Smith, 
New York, N. Y. Filed September 12, 1899. 
Serial No. 730,233. (No model.) 

No. 659,908— Anti-slipping attachment for 
vehicle wheels. Boyd K. Appleman, Rohrs- 
burg, Pa. Filed February 14, 1900. Serial 
No. 5,160. (No model.) 

No. 659,920— Rubber tire. Arthur W. 
Grant, Springfield, Ohio, assignor to the Con- 
solidated Rubber Tire Company, New York, 
N. Y. Filed March 23. 1900. Serial No. 9.945. 
(No model.) 


The word " STANDARD signifies the 


Our material 
exemplifies a 


in bicycle construction. 

Your Orders Will Have Our Prompt Attention. 

The Standard 
Welding Company 


New York Branch 
94 Reade St. 



What's the Time. 

A booklet with this title, just published by 
the Chicago, Milwaukee and St. Paul Kail- 
way, should not only be in the hands of 
every traveller, but should have a place on 
the desk of every banker, merchant or other 
business man. 

The four "Time Standards" which govern 
our entire time system, and which are more 
or less familiar to most of the travelling 
public, but by many others little understood, 
are so fully explained and illustrated by a 
series of charts, diagrams and tables that 
any one who chooses can become conversant 
with the subject in question. There are 
also some twenty-four tables by which al- 
most at a glance, the time at any place being 
given, the hour and day can be ascertained 
in all the principal cities of the world. 

A copy of this pamphlet may be had on 
application to Geo. H. Heafford, General 
Passenger Agent, Chicago, inclosing two- 
cent stamp to pay postage. *** 

Can't be too Handy. 

When the user of a motor vehicle wants a 
repairer he wants one badly, and on the 
spot as well. At the present time the sup- 
ply is inadequate, and will probably con- 
tinue to be so for some time to come; and 
until the matter rights itself those interested 
will have to make the best of it. 

The same state of affairs was formerly 
true of bicycles, although users of the latter 
were better off, for they could easily push 
or carry their machines to the nearest shop 
and there have them put to rights. But it is 
very different with the majority of motor 
vehicles. In certain circumstances a repairer 
a mile or two down the road is almost as 
bad as none at all. A "dead" machine is a 
pretty ugly proposition. 


Torrington, Conn. 

Spokes and Nipples 

for Bicycles, Motocycles and Automobiles. 


(75 cents per line of seven words.) 

Chicago Office, 

40 Dearborn Street. 




324 Dearborn Street CHICA60 

\A/ ANTED : A first-class salesman to travel the New Eng- 
"" land States. Must be well acquainted with the bicycle 
trade in that section. A good chance for the right man. Ad- 
dress CREST, care this office. 



Over 100,000 Sold 
Last Year. 

Everyone Civing Satisfactory 

Service - i 

Make Your Cycle Saleable and 

Desirable by Fitting it with 

the MORROW. 


105-107 Chambers Street. 




I 50 Nassau St., New York City, U. S. A. 

: ; ^-;(?H EAPESTi 



- A0D» E "gR)VKE CO. I 



Guaranteed. Price $2.00. 


^ct^m £rid , geport, / ma / ss.^>> 

<% R I C Y C L'E S\\\an o^§ 
/ /y//////]lm TiOMOB I LESN 

""V -j* - * Immediate Delivery. 


Look in your tool-bag when buying a wheel, 
If you see a 



CUSHHAN &:DENIS0N, Mfrs., 240-2 W. 23d St., N. Y. 



; 750 CANDLE?POWER,'' 


Produce the finest artificial light in the world. 


\ 20th Century Revolution in the Art of Lighting. 

They darkness into daylight turn, 
And air instead of money burn. 

No Smoke. No Odor. No Noise. Absolutely Safe. 
They are portable. Hang them anywhere. 



The BEST and only successful 

Incandescent Vapor Gas Lamps 

made. They sell at sight. Nothing like their. 


Agents wanted everywhere. 

Write for catalogue and prices. 











CHAS. E. MILLER, 99 Beade Street, 

New York City Representative. 

Special Prices (quoted on Application 
for Front Hubs Only. 

Manufacturers of BICYCLE CONES, CUPS 
FORGINGS to order. Write us, wttli samples, for 
quotations. Nickle Plating to order. 

Discounts for Large Trade and Early Buyers. 

Send for Circular, Samples and Prices. 



The Bicycle Equipment Co., %<kicl b Go7fll e ; 

Chicago and Milwaukee Representatives. 


The Lake Shore Route 


Chicago and Milwaukee. 

Frequent fast express trains at con= 
venient hours. 

All agents sell tickets via this popu= 
lar route. 



368,Washinsrton St., Boston. 

461 Broadway, New York City, 

193 Clark St., Chicago. 

The Best Advertising for the 
Irish Trade is 


Specimen copy and advertising rateson 
application rates to 

R. J. MECREDY & SON, Ltd., Proprietors, 

4p Hiddle Abbey St., DUBLIN. 

Through Train and Car Service i rs 
effect April 29, 1900. 


"Chicago" "North Shore" 

Special Special 

Via Lake Shore. Via Mich. Cen. 

Lv. Boston 

10.45 A.M. 

2.00 P.M. 

Due Albany 

4.10 P.M. 

7.35 " 

" Syracuse 

7.55 " 

11.40 " 

" Rochester 

9.40 " 

1.30 " 

" Buffalo 

11.40 " 

" Toledo 

5.55 A M. 

" Detroit 

8.15 " 

" Chicago 


4.00 P.M. 

The Finest Pullman Cars will be run on these trains. 
Tickets and accommodations in sleeping cars for sale at City 
Office, 366 Washington Street and at South Station. 

A. S. HANSON, General Passenger Agent. 



rear 48 Stanhope St., Boston. 

[(Opposite former location.) 




(Official L. A. W. Repair Shop.) 

Boylston St. and Park Square, 

On the border of the most famous ROQTOIV 
Public Garden in America. UvFO l \Jiy. 


V"^ '♦„ 'o„ 

Via Bockf ord, Freeport, Dubuque, Independence, 
Waterloo, Webster City, Fort Dodge, Rockwell 
City, Denison and Council Bluffs. 



Buffet -library- smoking cars, sleeping cars, 
free reclining chair cars, dining cars. 

Tickets of agents of I. C. R. R. and connecting 
Mnes. A. H. HANSON, G. P. A., Chicago. 


New and Improved Service. Limited 
Palace Trains between 


And all points in the West, North and 


The most direct route with latest improved service and 
fast trains between BOSTON and MONTREAL and all 
Canadian points. 

For Tickets or further information call upon your 
nearest ticket agent or address, 

General Traffic Manager. 

C. M, BURT, 
General Passenger Agent. 




Endorsed by the L. A. W. Everywhere. No. II Broadway, New York- 

The Bicycling World 


In which is incorporated " The Wheel and Cycling Trade Review " and the " American Cyclist." 

Volume XLII. 

New York, U. S. A., November 1, 1900. 

No. 5. 


Court Rules Out Another Famous Patent- 
Says Device Involved no Great Skill. 

Unless an appeal is taken to a higher 
court, the Torkelson step patents will dis- 
appear from view, and what promised to 
be an important factor in the trade will be 
heard of no more. 

The sweeping decision rendered last week 
by Judge .uowell, sitting in the United States 
Circuit Court at Boston, has been awaited 
since early in June. On the 3d of that 
month came the final hearing and argu- 
ments. Then Judge Lowell took the case 
under advisement, reserving his decision. 
This was given last week, and resulted in a 
crushing defeat for the plaintiff. 

The suit was brought by Theodore A. 
Dodge against the Lamb Mfg. Co. et al., of 
Chicopee, Mass., and was for an account- 
ing and an injunction to restrain the de- 
fendants from the alleged infringement of 
patent No. 426,402, for improvement in bi- 
cycles, granted to J. B. McCune and J. L. 
Yost, assignee of the inventor, R. T. Torkel- 
son, on July 26, 1890, and now owned by 
the plaintiff. The infringement is alleged 
to be upon the claim for a mounting step. 

While the Torkelson step has been in gen- 
eral use on bicycles under licenses, said 
Judge Lowell, and the Court thinks that the 
claim of the patent in suit describes a de- 
vice which is eminently useful, yet it holds 
that it is only within the capacity of an ordi- 
nary skilled mechanic to evolve from the 
prior art. 

The bill was therefore dismissed, with 

Crawford Prices Public. 

The American Bicycle Co. has finally set 
its prices for 1901, but it is understood that 
they will not be officially promulgated until 
late in the present month. The price of 
Crawford bicycles are, however, already 
available. The men's and ladies' wheels 
will be made in two models at $25 and $35 
respectively. Last year they were made in 
three models at $25, $30 and $40. It is un- 
derstood that the $35 model for 1901 is the 
same as this year's $40 wheel 

Five Cents on the Dollar. 

Creditors of the Beacon Cycle Manufact- 
uring Company, of Westboro, Mass., will re- 
ceive a dividend of 5% per cent of their 
claims. The latter amounted to $48,544 60, 
and the amount available for distribution 
is $2,79102. 

These figures are shown by an entry made 
last week in the Massachusetts Supreme 
Court, at Boston, in a bill in equity of S. L. 
Whipple et al., assees., vs. Beacon Cycle 
Manufacturing Company of Westboro. De- 
cree of Court of insolvency ordered vacated 
and new decree ordered entered by the 
Court of insolvency by decree filed. 

The new decree, approved by Justice J. 
M. Morton, of the Supreme Court, orders dis- 
tribution of the estate of the Beacon Cycle 
Manufacturing Company in the hands of 
the assignees, after first allowing S. L. 
Whipple, in addition to $250 allowed him on 
assignees' first account, which allowance is 
hereby confirmed, the sum of $150; also to 
E. C. Bates, in addition to what was allowed 
on first account, the sum of $200. 

The Beacon Cycle Manufacturing Com- 
pany occupied the old White Flyer plant at 
Westboro some four or five years ago. Mis- 
fortune overtook it, and it was forced into 
bankruptcy. The creditors are scattered all 
over the country. 


Tire Deal Hangs Fire. 

The tire manufacturers dealing with un- 
guaranteed tires got together in Akron last 
week, but for legal reasons it is stated that 
final papers binding the agreement were not 
then signed. This action was, it is under- 
stood, deferred until a meeting in New York, 
but nothing definite can be learned; every- 
one concerned has closed up tight. 

Dayton Line and Prices. 

The Davis Sewing Machine Co.'s line for 
1901 will comprise the following models: 
Dayton roadster, men's and women's, $40; 
light roadsters and racers, $50; bevel geared 
chainless, with cushion frame and coaster- 
brake, $75; diamond frame tandem, $<'5; 
combination tandem, $80. 

Outing's Bankruptcy Petition. 

An involuntary petition in bankruptcy has 
been filed on behalf of the Outing Mfg. Co., 
of Indianapolis. Ind., which assigned a short 
time ago. 

New "Yellow Fellow" Under New Name 
Coming — Frazer & Jones's Line Taken on. 

In addition to the Wolff-American, the 
newly formed Bretz Cycle Mfg. Co., of Syra- 
cuse, N. Y., will bring out a new model on 
Stearns lines and finished in the familiar 
Stearns yellow; it will be called the Regal, 
and be made in two models, listing at $50 
and $40, respectively. 

It will, of course, be marketed through 
the Stearns Bicycle Agency, of Syracuse, 
which has also arranged a deal to market 
the Frazer & Jones C°-' s line of juveniles, 
that is to say, while Frazer & Jones will be 
open to make contracts, as usual, they will 
send out no travellers, the Stearns Agency 
taking over that detail. 

Got Award and Interest. 

Smalley bicycles, which dropped out of 
sight a number of years ago, were the basis 
of a suit decided at Los Angeles, Cal., last 
week. The case was one brought by E. J. 
Hinman against Burke Brothers on an as- 
signed claim for over $2,000, on account of 
the delivery of a lot of Smalley bicycles. The 
jury returned a verdict for the plaintiff in 
the sum of $600 and four years' interest, 
amounting to $768. 

managers Talked AH Week. 

The A. B. C. sales managers' session in 
this city lasted all of last week. They 
talked prices and policy, but nothing con- 
cerning their doings was made public. The 
exclusive publication of the prices and par- 
ticulars of the Rambler line in last week's 
Bicycling World gave the managers some- 
thing to talk about when not otherwise en- 

Balance on Wrong Side. 

At Columbus, Ohio, last week, M. P. 
Grandstaff, receiver of the Columbus Bicycle 
and Typewriting Company, filed a report 
showing that he has collected $1,295.69. He 
says the creditors presented claims to him 
amounting to $3,435.23. From the funds 
collected he has paid out $54.**" 




Hotocycles Leaving the Automobile Behind 
in the Race for Popularity, and Why. 

Paris, Oct. 16.— The motoeycle is going 
ahead in a way which reminds one of the 
early boom of the bicycle, when orders 
flowed in on makers, who sold as many 
machines as they could turn out and netted 
huge profits until such time as a slackening 
of business suggested to them the advisabil- 
ity of making it over to highly capitalized 

The trade in motocycles may not be so 
big as that done during the palmy days of 
the bicycle industry, but it is growing at 
an astonishing rate, and the profits upon 
motor machines are so considerable that the 
cycle maker has every reason to be pleased 
with the change that has come over the 
public taste. Many a concern has risen from 
its ashes, and many a maker has turned 
the corner when he added motocycles to his 
stock. The motoeycle has infused new life 
into what threatened to be a moribund in- 
dustry. In Paris tricycles are met with 
everywhere and are used both for business 
and pleasure. Tradespeople have them, as 
they not only find the machines a good ad- 
vertisement, but they are very serviceable 
as carriers, and there is nothing more ef- 
fective for attracting attention to the ad- 
vertisement than the practice of letting the 
exhaust escape freety in a succession of loud 
pops, instead of stifling it in a silencer. The 
practice is a bad one, no doubt, in so far as 
it worries the public, but it will be con- 
tinued until such time as something is done 
to compel owners to fix silencers to their 

While the motoeycle is becoming so popu- 
lar, the big automobile is moving much more 
slowly, in a figurative sense. In practice its 
movements are perhaps a little too rapid. It 
is not that the automobile is losing any hold 
upon users, but at present it only appeals 
to a special class who can afford the time 
and money to possess and use these expen- 
sive machines, and this circle of buyers is 
not increasing at the same rate as the pro- 
duction of motor vehicles. They are em- 
ployed largely for commercial purposes, but 
makers have to appeal chiefly to private 
buyers, who, now that they have plenty of 
ears to choose from, are not disposed to pay 
fancy prices for the privilege of getting early 
deliveries, as they did some time ago. Again, 
many people who can afford to buy high 
priced cars prefer to purchase motocycles, 
which may serve their purpose equally well. 
The result of this change is seen in the num- 
ber of second hand cars on the market. 
Last week several vehicles of the best make 
were put up for auction, when they only 

reached an eighth or a tenth of their value. 
Probably buyers may not have been inclined 
to acquire cars on the threshold of winter, 
and it is possible that the sale may not 
have been sufficiently advertised; but these 
extremely low prices are none the less sig- 
nificant. They would certainly not have 
gone for such figures a year or two ago. 

There are several things which account 
for the popularity of the motoeycle. Its 
price brings it well within reach of the man 
of ordinary means, who also finds that he 
does not have to pay much for the storage 
of the machine, for maintenance and re- 
pairs, and it is not necessary to keep a man 
to look after it. If the owner of the car is 
not of a mechanical turn of mind, and is not 
able to carry out any small repairs himself, 
he must have a mecanicien; but any one of 
ordinary intelligence can master the intrica- 
cies of a motoeycle, can give attention to 
the electrical ignition if required, replace 
worn out pieces, and, in a word, learn to take 
care of it as easily as he would an ordinary 
bicycle. Besides this, the old cyclist has a 
liking for the motor machine. As he gets 
older he feels a temptation to save himself 
muscular effort, and the motor is just the 
thing he wants. 

Another thing in favor of the machine is 
that users are beginning to see that the voi- 
turette or quadricycle, or even the tricycle 
with the trailer, does just as well as the 
heavy car for ordinary touring purposes. If 
a man can travel with one companion at a 
fair speed he is quite content with the moto- 
eycle. He does not need to carry any heavy 
luggage or a big store of gasolene. He can 
send the one to his destination by train and 
can purchase the other in the smallest towns 
along the route. The tricycle may not travel 
so fast or go so far as the carriage in a 
day. but it will do enough to satisfy any 
reasonable tourist. The motoeycle thus ap- 
peals to a very big class of buyers, whose 
numbers are swelling every week, and if 
there is a heavy demand for motocycles just 
now it is bound to go on increasing enor- 
mously in the future. 


Exchanges Ideas with Michael and Says Ho= 
tor Troubles are Greatly Exaggerated. 

Dunlop Adds a Single Tube. 

The single tube tire has driven an enter- 
ing wedge into the all-powerful Dunlop Tire 
Co. of England. 

After fighting them tooth and nail for 
nearly ten years, that big concern announces 
for 1901 not only a single tube racing tire, 
but illustrates it attached to a wood rim; 
they call it "a single tube sprint path racing- 
tire," and say it "can be used on the best 
paths only." 

While the announcement is of an almost 
sensational nature, it is made in a small way, 
and the press passes it with little or no com- 

The grass racing Dunlop tire has been 
withdrawn, it being considered no longer 
necessary, now that the road racing tire has 
been lightened, the four weights listed for 
3901 being roadster, road racing, path racing 
and the single tube sprint racer. 

The conversation had been chiefly about 
cycles and cycle racing, with an occasional 
departure into the realms of horseflesh. 
These topics exhausted, it drifted into mo- 
tors, and an instructive discourse followed 
and was listened to with interest by the 
Bicycling World man. 

"Why haven't you taken to the motors 
before this?" Arthur Banker inquired of 
"Jiinniy" Michael. 

"Oh, I have troubles enough of my own," 
replied the Welsh midget. "My own machine 
is enough for me to look after, without tak- 
ing a bigger contract on my hands. I think 
I'll leave the motors to those who have had 
experience with them." 

"I don't know but what you are right, and 
that I have let myself in for a lot of trouble 
now that I have started to take a hand at 
the motor game," remarked George Banker, 
tentatively. "There is so much about the 
machines that can go wrong that I suppose 
I'll have my share of trouble." 

"No, you won't," replied Arthur, to whom 
attention was paid as the best posted man 
of the party when the subject of motor ve- 
hicles was under discussion. "You have only 
got. to understand your machine and then 
give it proper attention to have it run all 
right. Things will seluom go wrong, and 
when they do they are easily put to rights 
if you know how to go about it. Of course, 
if you are careless and don't look after the 
machine it will give trouble, but seldom 

Tn all the riding I have done on motor 
vehicles— and I have done a lot of it in the 
past year— I never was stalled but once. 
You remember that time, George," he con- 
tinued; "it was last winter, and we had 
filled the tank with a supply of poor gaso- 
lene—only 68 degrees test. Since that time 
I have always used 76 degrees test, and 
never have any trouble. That and another 
lime when I had an axle sheer off form the 
sum total of my serious mishaps. 

"I use a machine pretty hard, too," he 
went on. "Pittsburg roads are nothing to 
boast of and the hills are terrors. Yet I 
plug along at a thirty or thirty-five mile an 
hour gait and think nothing of it. On spe- 
cial occasions I get 'way beyond this, and 
I have taken some turns at speed that 
made my hair stand on end. Indeed, my 
machine is so severely shaken up on some 
of my rides that one of my chief troubles 
of a small nature is the breakage of spark- 
ing plugs. The jolting breaks the porcelain, 
and that's an end of them. 

"The stories you hear about the excessive 
trouble motors give," he concluded, "are 
either greatly exaggerated or else the fault 
is to be laid to the door of the user." 

This spontaneous testimony possesses all 
the more value because of the experience 
Banker has had. He has used pretty nearly 
everything extant lr the motor vehicle line, 
from the Werner h *ycle, through the tri- 
cycle and quadricycle up to carriages of 
many descriptions. 




Interesting Decision Involving Officials' 5al= 
aries — Echo of Warwick Failure. 

Under a decision of the Massachusetts 
Supreme Court, Judge riolnies presiding, 
last week the claim of A. O. Very, late of 
the Warwick Cycle Manufacturing Com- 
pany of Springfield, Mass., which was al- 
lowed by the Superior Court, has been con- 
firmed. Consequently, Very's personal cred- 
itors will benefit by this decision, at the 
expense of the creditors of the Warwick 
Company, the receiver of which was fighting 
the claim. 

The case is rather a complicated one. Very 
claimed that money was due him for salary 
as an officer of the \Varwick Company. The 
claim was disputed by the receiver of the 
latter concern, on the ground that Very's 
firm in New York was indebted to the com- 
pany, and lhat this indebtedness should be 
paid before Very's personal claim was set- 
tled. Very won his case some months ago, 
after a hard fight, but the defendants im- 
mediately appealed to the Supreme Court. 
The latter now decides against them, on 
the following grounds: 

This is a petition by a creditor, Very, to 
prove a claim against the Warwick 
Cycle Manufacturing Company in insol- 
vency. Very, as well as the cycle com- 
pany, is in insolvency, and his claim is 
pressed by his assignee. The company seeks 
to set off a larger debt due to it from a New 
York partnership, of which Very was a 
member. The partnership also is insolvent, 
and the other member has disappeared, but 
its affairs have not been brought into the 
Massachusetts Insolvency Court. The Judge 
of the Superior Court, before whom the case 
came by appeal of the creditor. Very, al- 
lowed the claim and disallowed the set-off. 
and the assignees of the cycle company ap- 
pealed to this Court. 

We are of opinion that the Judge of the 
Superior Court was right. There is no doubt 
that, apart from insolvency, the set-off would 
not have been allowed. The general rule is 
clear, and the insolvency of all the parties 
does not raise an equity in favor of the cred- 
itors of the cycle company which is superior 
to the right of Very's personal creditors to 
have his personal assets applied to the full 
payment of their claims before any part of 
them is used to pay the debts of the firm 
to which he belonged. 

If the debt due from Very's firm to the 
cycle company were proved against his sep- 
arate estate it would be only in subordina- 
tion to the claims of his separate creditors, 
which in this case would exhaust his estate. 
Of course, Very's claim against the cycle 
company is a part of his personal assets, 
and if it is extinguished by setting off a 
claim against his firm it is applied to pay- 
ment of a partnership debt just as much as 

if the money were collected and then paid 
to the firm's creditors. 

It is said that but for Very's insolvency 
the cycle company would have got a judg- 
ment against him separately, under Public 
Statutes, Chapter 164, Section 13, and thus 
have made his liability separate. So it 
might have contracted with Very alone in 
the first place. It is enough to say that it 
did not do so. Judgment affirmed. 


Thinks 1901 will be a Record Breaking Year 
— Has Faith in Motocycles. 

Likely to Prove the Popular Type. 

As the BICYCLING WORLD stated last 
week, in illustrating the Regas motor bi- 
cycle, one of the features that is of enormous 
value from a selling standpoint is its con- 
vertibility from bicycle to tandem tricycle 
form. The accompanying cut shows it so 

It is one of those simple ideas that the 
wonder is it was not thought of before. It 
effectually solves the perplexing question 
of storage, which in the .larger cities is a 
highly important one, and one that must be 
reckoned with. The tricycle and quadri- 
cycle are too wide or too heavy to be car- 
ried down cellar or to be left in a hallway; 
but a bicycle to which the two-wheeled 

front seat attachment may be coupled set- 
tles the question. 

By removing the front seat attachment 
on the sidewalk it may be carried sideways 
through any door and be stored or suspended 
in any corner, while the bicycle itself may 
then be carried and stored wherever one 
will, as with the bicycle now in general use. 

Aside from this, the fact that one may 
have a single track bicycle for one or a 
two track taudem tricycle for two, much 
lighter, and at the price now asked for the 
one seated tricycle is no small factor; 
this, coupled to the additional and also 
important fact that in tandem tricycle form 
the convertible bicycle is free from the differ- 
ential and spur gears and other machinery 
and complications common to the tricycle 
and quadricycle, makes it seems certain that 
the convertible bicycle or convertible tan- 
dem tricycle, as one cares to term it, is the 
form of motocycle that will attain the 
greatest popularity. 

A. B. C. Working on Motor Bicycles. 

O. B. Boles, manager of the American Bi- 
cycle Co.'s London branch, thinks the motor 
bicycle "has a great future ahead of it," 
and, according to an English paper, "fully 
expects that his company will have one on 
the market next season." The paper in 
question even makes Boles say that the A. 
B. C. is "busy on motor bicycles." 

San Francisco, Gal., Oct. 19.— "It's between 
hay and grass, and I don't know of any- 
thing newsy in our line to communicate at 
this time," was the remark made yesterday 
to the Bicycling World man by P. H. Ber- 
r.ays, Pacific Coast branch agent, Pope Sales 
Department, A. B. C. "See Varney; he's just 
returned from an observation trip East, and 
knows a lot of newsy thing he might tell 
you, I've no doubt." 

Thomas H. B. Varney, who was seen at 
his Rambler and Waverley agency just in 
time to join him in an electric motor ve- 
hicle ride downtown, said: "These electric 
rigs are all right, and so I believe are the 
gasolene and steam carriages; anyway, I'm 
going to have these two additional lines in 
stock shortly, and also a line of motocycles. 
I am here to cater to the people— all of them. 
There are on this coast all sorts of people- 
many men and women of many minds; and 
as it is their money they are going to spend 
I propose to have my house so equipped tnat 
they can come there and spend their money 
and take their choice. I believe it is pos- 
sible to please all the people all the time. 

"But don't understand me as of the opin- 
ion that there is going to be a great business 
doing on the coast the coming season in 
motocycles and automobiles, but rather the 
contrary; but it is going to be a healthy 
growth all the same, though slow, but after 
a season or two, mark me! there's going to 
be something amazing in the business ex- 
pansion in these motor lines. 

"Was I unmindful of bicycles during my 
recent trip East? By a large majority, No! 
The season just closing, and my business 
year as well, are already known to have 
been great successes, surprisingly so in view 
of the fact that upward of fifteen thousand 
bicycles sold last year through the Rambler 
agencies of this city aud Portland. Yet, 
notwithstanding all, 1 am expecting the first 
year of the twentieth century to prove our 
record breaker as a bicycle distributor. And 
so I was impressed the other day while visit- 
ing Eastern factories, where I left my initial 
order for several thousand wheels." 

H. P. Smith arrived here this week from 
Cleveland, Ohio, where everybody knows 
him as captain of the Cleveland Wheelmen's 
Club. Without delay in this city he pro- 
ceeded to San Jose, Cal., where he has been 
installed as manager of the Cleveland branch 
of Leavitt & Bill's San Francisco agency. 

Another Eastern arrival this week is N. 
W. Church, of the Snell-Kirk Manufacturing 
Co. Yesterday he closed business arrange- 
ments with Leavitt & Bill as 1901 agents 
for the Snell machine in Northern Califor- 
nia, and then left for Los Angeles on a busi- 
ness visit to E. H. Crippen, State agent for 
the Yale. 



To each established 




asking about our 

Mitchell Bicycles 

during November, mention- 
ing The World, we will send 
free one of our 

just right for the vest pocket. 


w. w. w. 


Central and South America. 

West Indies. 


Firms having an established trade 

in these countries only 





$25 $30 $35 




Manufactured by 

Wisconsin Wheel Works, 

Racine Junction, Wis, 
Box W. 



Automobiles ? 



Steam ?j| 



can negotia 


Class Jobbers 

te with us to their 

)le Satisfaction. 

W. W. W. 

Popular Price? 


When ? 


Early inquiry safest. 





In which is Incorporated 
"The Wheel" and the "American Cyclist." 

Published Every Thursday 



123=125 Tribune Building. 

( 1 54 Nassau Street ) 



Subscription, Per Annum [Postage Paid] $2.00 

Single Copies [Postage Paid] . . to Cents 
Foreign Subscription $3.00 

Invariably in Advance. 

Postage stamps will be accepted in payment for subscripiions, 
but not for advertisements. Checks. Drafts and Money Orders 
should be made payable to The Goodman Company. 

Entered as second-class matter at the New York, N. Y., 
Post Office, September, 1900. 

General Agents : The American News Co., New York City 
and its branches. 

J^P* Change of advertisements is not guaranteed unless copy 
therefor is in hand on SATURDAY preceding the date of 

|Jf^~ Members of the trade are invited and are at all times 
welcome to make our office their headquarters while in New 
Vork ; our facilities and information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. 0. Box 2349. 

New York, November i, 1900. 

Principle in Cycling Journalism. 

On another page we devote considerable 
space to a journal which a stretch of cour- 
tesy makes it possible to style a contem- 

We regret the necessity, but we feel that 
though they may appear in the light of a 
"newspaper fight," the facts presented are 
of some little concern to the trade. 

The specific instances which we have 
cited, will, we think, bring home to many 
the evil of the too grasping paper that offers 
to print without change anything an adver- 
tiser may write about himself. We have 
shown how such papers make it possible for 
men without credit, without factory and 
without office or employees to pose as man- 
ufacturers, to get credit, to advertise largely 
and to write indorsements of themselves 
and their "manufactures," and have such in- 
dorsements appear verbatum as the opinions 
of the paper concerned. 

To accept a trade quack's advertising Is 
bad enough, but to permit him to use the 

reading columns of a paper for self indorse- 
ment is contemptible— it is not journalism. 
When the quack and the reputable merchant 
are placed on the same level it is a sorry 
state of affairs. When both are accorded 
th same privileges, it is the quack that will 
make the most of them, and necessarily his 
every advance is at the expense of the re- 
putable man. It shows the harm and mis- 
chief and injustice that is done by the "print 
anything for advertisers" type of journal. 

Public prints owe it to society, or to the 
trades they represent, to discriminate be- 
tween the true and the false. "Speaking 
with ten thousand tongues" they have lati- 
tude and audiences and responsibility be- 
yond that of the personal man. The "gleam 
of gold" cannot be forever in their eyes, 
else they prostitute their profession, injure 
trade or society, and bring down contempt 
upon themselves. 

This the "Cycling Gazette" has done, and 
that is why we hold it in contempt. How it 
was done is told in another column. We 
feel that all in whom the desire for truth, 
honor and sincerity in trade journalism is 
uppermost will join in our contempt and re- 

We have uncloaked the Jandorf of cycling 
journalism. Having courted it, we hope the 
cycle trade will view the object with a criti- 
cal eye and make its own deductions. 

The trade journal that gives as much ad- 
vertising credit and as much right to self- 
indorsement in its reading columns to the 
"firm" or "manufacturing company" of 
one, that "manufactures" at night in a back 
room or cellar, as it gives to YOU, is a sorry 
sheet— isn't it? And when that paper 
"plants" "pasters" and steals its "special 
correspondence-," it couldn't be much sor- 
rier—could it? 

The Jandorfian journal in question is now 
ta bay, its throat is full of tears and it seeks 
sympathy. But can there be real sympathy 
for one so despicable and so false to the 
trade and to itself? 

We do not wish to appear as if engaging 
in a "newspaper fight," for this is something 
more than a "newspaper fight." 

It is a question of principle — a question of 
the right way or the wrong way, a question 
whether decency or indecency, the true or 
the false, in trade journalism is most de- 
sired by the cycle trade. 

automobilism, and make it appear that 
Paris and all France have gone mad on those 
subjects, the letter from our Paris corre- 
spondent in another column tells a some- 
what different story. 

While the automobile has been holding the 
center of the stage, so to speak, and while 
little has been heard or said of the motocycle 
the latter has gathered force, has forged 
ahead, and is already in the commercial as- 

The French cycle manufacturers placed 
themselves in position to reap the reward 
and are now reaping it. 

Our Paris correspondent states the case 
so well that we commend it to the careful 
consideration of the American trade. 

What has happened in France will happen 
here as surely as the sun rises and sets. 

The Moral is Plain. 

While the cables from their birthplace, 
France, teem with news of automobiles and 

Competition is Welcomed. 

Next to too much competition, most man- 
ufacturers and retailers dread too little of it. 

Indeed, if it were put to a vote it is dol- 
lars to doughnuts that an overdose of com- 
petition would carry the day when pitted 
against a lack of it. 

There are some trades and tradesmen that 
are fortunately situated in this respect. A 
happy mean is preserved between the supply 
and the demand, the former absorbing the 
latter without any necessity for a beating 
of tom-toms or a blare of trumpets to en- 
courage customers to buy, and to buy of the 
right people. 

But such instances, unhappily, are very 
rare. Either there is so much competition 
that selling costs increase until they wipe 
out profits, or a deadly dulness hangs like 
a pall over the industry and permeates every 
crack and crevice of the structure. 

When beset by the former those interested 
bewail the fact and sigh for a directly oppo- 
site state of affairs. Yet were their desires 
possible of attainment their dissatisfaction 
would only be increased. 

It is a fact, singular as it may appear to 
be at first sight, that by none is competition 
in the motocycle game more earnestly de- 
sired than by those most interested and hav- 
ing most at stake. They well understand 
the stimulating influence competition has on 
trade, and they are ready to welcome and 
even invite it. 

Human nature is the same the world over, 
and the success that is writ large will con- 
tinue to grow and expand simply because 
it is a success. Conversely, if it does not 



burst its bounds from excessive growth, an 
article is apt to get a black eye, the mass 
looking at it askance. 

Therefore, the steady growth of the moto- 
cycle industry is looked upon with marked 
approval by those who started in earlier. It 
is felt that there will be room for many 
more than those in the field even now, and 
to each recruit is, in the verancular, ex- 
tended the "glad hand," while the "marble 
heart" is conspicuous by its absence. 

Already the result has justified the remark 
of a prominent manufacturer, made some 
months ago: 

"One concern cannot make motocycles 
a success, nor two or three. It will take a 
number of them, and for my part I welcome 
each addition to the ranks, provided the 
concern has standing and proposes to make 
good goods." 

Even the retailers are awake to the truth 
of this remark. They see the uselessness 
of hoping to gobble all the trade or of ac- 
complishing everything themselves. Two 
dealers in a town can sell more than twice 
as many machines as one, because if only 
one handles them the other will discourage 
purchasers in every way possible. 

"When trade opens next season," said a 
dealer who has made a specialty of moto- 
cycles, "we shall sell more than ever, be- 
cause of the increased competition. Nearly 
every dealer will be pushing such machines, 
and the public will soon be convinced that 
the thing is a go. Then they will buy more 
quickly, and we will all reap the benefit." 

This is unquestionably the keynote to the 
situation, and the more generally dealers 
take up the sale of motocycles the greater 
will be the sales. 

Fading of the Fads. 

The gradual disappearance of the freak- 
ists -which, by the way, has been but little 
commented on— has brought about a saner 
fashion in cycle designs. 

The weird creations which were formerly 
as thick as leaves in autumn on all the roads 
frequented by wheelmen are now seldom 
seen. One can wander far afield and not 
encounter more than one or two in a day's 

The change is a welcome one, it must be 
admitted. Such riders undoubtedly did the 
pastime more harm than good. Their influ- 
ence on construction was almost wholly bad. 
They did little in the way of improving the 
bicycle; they merely took a feature that 
was good in itself and carried it to such an 
extreme that it had no virtue left. 

They were extremists in every sense of 
the word. Change for the sake of change 
was their watchword, and it made little dif- 
ference to them what direction it took. The 
fact that it was a departure from accepted 
standards was sufficient for them. 

Yet with all their efforts they rarely car- 
ried the bulk of the trade with them. Ex- 
cessively short heads, low crank hangers, 
wide and low handle bars, low frames and 
other fads for which they evinced a fond- 
ness never became standard; they remained 
fads, whose ephemeral existence served no 
good purpose. 

There is plenty of room for originality in 
cycle construction even now. But devia- 
tions from accepted standards must have 
more to recommend them than had the fads 
referred to. 

Help the Retailer. 

Once more it is the unexpected that has 

Just when the trade had about settled 
down to the belief that next year's patterns 
would undergo little or no change, it trans- 
pired that just the contrary was to be the 
case. Weight reductions — long predicted but 
never forthcoming— are at last to material- 

Just how far these reductions will go or 
how general they will be it is impossible to 
say at present. But it is sufficient to know 
that a start is being made, and upon the 
reception it meets with will depend the ex- 
tension or retrenchment of the movement. 

One thing is already apparent: The retail 
trade wants lighter weights, and if given 
them will lose no opportunity to exploit 
them. They constitute what has long been 
wanted— a talking point. 

In the past, talking points were both 
lauded and condemned; and, unquestionably, 
they were overworked. But they served a 
distinct purpose, and this alone justified their 

Deprived of them, and disheartened by a 
steadily falling market, the average retailer 
lost his enthusiasm; successive bad years 
bereft him of heart and hope. He hung on, 
frequently because he did not possess suffi- 
cient energy to make the effort necessary to 

He was constantly told that there was no 
reason why bicycles should not become 
cheaper every year; there was nothing new 
about them, and this year's pattern was 
worth no more than last year's; in fact, not 
as much, for it cost less to produce. 

This was said so often that the dealer 
finally came to believe it. He had no argu- 
ments with which to combat the theory; his 
machines were the same each year, and 
there was nothing to do but to hold his 
tongue when the charge was made. 

With light machines, however— or, for the 
matter of that, with any other real novelty- 
he will once more be able to take the offen- 

He will be willing, even anxious, to com- 
pare the new pattern with the old; to show 
the difference, point by point, between them. 
His tongue will be loosened and he will 
descant upon the beauties of change in the 
old, familiar manner. 

This change of front is what is needed 
more than anything else. The buying public 
takes its cue from the retailer, and as long 
as the latter admits that there is - nothing 
new it is futile to expect any change in the 
present feeling. 

The key to the situation is held by the 
retailer. No better stroke of business could 
be made than to inspire him with confidence 
by giving him something to sell that has 
novelty as well as merit. 

In the same mail last week the Cycling 
Gazette received two communications of a 
sort common to most trade papers, but so 
unusual to the Gazette that it reproduces 
them in full. One asks that a sample copy 
be sent abroad; the other, from a prospective 
buyer, courteously requests the addresses of 
manufacturers of chainless bicycles— a re- 
quest of the sort quite common in commer- 
cial and journalistic life. It was too un- 
usual for the Gazette, however. It publishes 
its reply, doubtless because it is proud of it. 
Most people, however, will agree that it is 
merely discourteously Smart Aleck-like. In- 
stead of helping trade by giving the ad- 
dresses requested, it tells the intending pur- 
chaser that manufacturers must be adver- 
tising in the Gazette before they will supply 
addresses. It is another incident that goes 
to prove that the Gazette's nickname, "the 
Cycling Galoot," is well bestowed. 

,Rack owners are wondering why the cam- 
paign against them has been halted? The 
time left before the expiration of the design 
patent is very short— only a few months— 
and yet not a hand is being lifted to perse- 
cute—or prosecute— them. Either the results 
already accomplished are deemed sufficient 
or the case is considered too weak to risk a 
determined fight on it. 




His Development from a Racing Man into a 
Successful Retailer. 

Five or six years ago there were few 
names better known or oftener in print than 
Hoyland Smith, or few more interesting 
characters than the man himself. 

At that time Smith was one of the first 
tiighters of the racing world, and one al- 
ways to be reckoned with. He was also 
the oddest appearing man on the track. All 
of six feet in height, and loose jointed, he 

the result of his ten years of cycle retailing, 
and, more than this, he has been abroad and 
toured awheel and obtained some pleasure 

He now handles Orients, Yales, Cleve- 
lands, Crescents, Stearnses, Warwicks and 
Spaldings, and says he has had a good busi- 
ness during the past year, and considers the 
outlook better than it has been for quite a 

Like most enterprising dealers, Smith, is 
interested in motocycles, as his portrait 
makes plain. He was the first in New Bed- 
ford to own and use one, and is ready for 
that development of the business whenever 
it attains force. 



weighed but 110 pounds, and when he ap- 
peared on the track, wearing his familiar 
skullcap, it was seldom he failed to provoke 
a laugh and to deceive the unknowing. He 
had a drawl and a fund of good nature, how- 
ever, that never failed him, and accepted 
his popular nickname, "the human skele- 
ton," in perfect good humor. 

Then, as now, Hoyland had a cycle store 
in New Bedford, Mass. When he retired 
from the path and settled down to business 
the man and his business both expanded, 
as the accompanying illustration bears wit- 
ness. His big plate glass store in New Bed- 
ford is a tribute to his hard headedness and 
ability. At twenty-nine, Smith is generally 
reputed to have a comfortable nest egg, as 

Boon to Acetylene Lamp Users. 

The annoyance of frozen water in acety- 
lene lamps during the cold season is known 
by experience by riders who use their ma- 
chines much during the winter. A simple 
remedy, designated as "anti-freeze powder," 
has been introduced by Albert H. Funke, of 
101 Duane street, New York. When dropped 
into the water reservoir of a lamp the pow- 
der is said to be an effective preventive. 
The powder in no way injures the lamp or 
affects its burning qualities. 

Queer ! We Have no Such Trouble. 

Thanks to free Avheels and strong brakes, 
says an English paper, the tire people are 
having an uncomfortable time with their 
guarantee for twelve months. 

Some Odd and Unaccountable Results Viewed 
from an American Standpoint. 

Study of the braking contest recently con- 
ducted in England can scarcely fail to cause 
some surprise at some of the results. 

One is led to conclude that either the 
coaster-brakes used were of a mediocre qual- 
ity or that the English rider demands a stop- 
page power far in excess of any ordinary 

The front wheel brakes used— mostly either 
spoon or rim— gave excellent results. They 
stopped the machines in short order, al- 
though at some cost to the forks and other 
essential parts. But this was no more than 
was to have been expected. 

The performances of the rear wheel 
brakes, however, were much less satisfac- 
tory. Three and four times the distance run 
by the machines in the front brake tests 
were covered before they could be brought 
up in the former case. None of the ma- 
chines came anywhere near approaching the 
performances of the front wheel brakes. 

As nearly all makes of brakes were used 
in the contest, the poor results cannot be 
explained on the score of non-representation 
of the best. Furthermore, as at least two 
well known American devices were among 
the competitors a basis of comparison with 
the English makes is at hand. 

This comparison does not lessen the sur- 
prise. No machine was brought to a stop in 
less than 32 feet, and most of them ran from 
50 to 100 feet before their progress was en- 
tirely checked. 

This is almost incomprehensible. Experi- 
ence has shown that sucn devices as the 
Morrow, New Departure, Canfield and others 
possess ample braking power to meet al- 
most any emergency. With them it is pos- 
sible to apply the brake so sharply that the 
rear wheel will lock, causing the tire to slide 
along the ground. This can be done in a 
few feet, no matter how fast the machine 
may be going; although, of course, the tire 
will be torn loose or some other damage will 
be done if the speed is very high. 

So effective are the devices referred to 
that it may be stated broadly that a machine 
can be stopped at any time within five yards 
if the rider will apply sufficient power. He 
may be deterred from doing so by fear of 
causing damage, but if this thought did not 
operate— and it would not to any great ex- 
tent in a braking contest— it would not be 
easy to set limits to his capabilities in this 

Certainly, a coaster-brake device would be 
quite as effective as either a rim or a band 
brake. In each of them the danger of 
wrecking the tire, wheel or frame would be 
the same; yet marked variations were re- 
corded in the contest under notice. It is 
exceedingly difficult to reconcile them. 

Nor is tbe English aversion to back-pedal- 



Hug brakes any more understandable. Here 
l hey have been found eminently satisfactory; 
not perfect, of course, but far in advance of 
anything that has yet appeared in the shape 
of a brake. Effectiveness and reliability are 
their distinguisuing characteristics. The 
change effected by their introduction has 
been little short of marvellous. Machines 
litted with them are under almost absolute 

Across the water, however, they are 
frowned upon in most quarters. In the few 
cases where they are recommended the use 
of an auxiliary brake is strongly urged. In- 
deed, it is generally asserted that it is the 
height of foolhardiness to ride a machine 
iitted with a back-pedalling brake alone. 

Nothing could more graphically portray 
the difference between the riders of the two 

Clever Work of Clever People. 

To some of the crispiest, snappiest folders 
and circulars that have seen the light in 
some time, the Wisconsin Wheel Works, of 
Racine Junction, have added a more endu- 
ring advertising souvenir— an aluminum 
gear table of vest pocket size that is worth 
asking for, which, in fact, is true of the com- 
pany's other advertising matter. It is so 
smartly written as to be more than usually 
readable and is the sort that leaves impres- 

The Wisconsin Wheel Works is a big com- 
pany composed of big people. They have 
the men and money to stir trade and are 
bent on doing it. Their Mitchell bicycles at 
$25, $30 and $35 are attractive values and 
merit the inquiry of any dealer who is open 
to conviction. 

Praise that /leans Something. 

While envious foreign papers are sniffing 
at American products and principles, letters 
like that from Klaas Baving, of Zwolle, 
Holland, to the G. & J. Tire Company, re- 
produced on another page, are worth tons of 
type argument. It is a letter of which any 
house might well be proud, and demon- 
strates that good goods backed by the right 
policy will make friends wherever they may 


Shorter and Jlore Appropriate. 

It has been voted to change the name of 
the International Union of Bicycle Workers 
and Allied Mechanics to the International 
Association of Allied Metal Mechanics. The 
new name is claimed to be more appropriate 
as well as shorter. 


Two Factors Affecting Motocycles — Chance 
for Cushions and Spring Frames. 

Executions Against Johnson. 

Executions were filed at New York on 
Tuesday against the George R. Johnson 
Company, which recently assigned, for $153 
and $32, by the Twentieth Century Man- 
ufacturing Company and the B. P. Goodrich 
Company, respectively. 

The Veeder cyclometer was the only one 
awarded a gold medal at the Paris Exposi- 
tiond— a fact that is pleasant to record, but 
one that will cause small surprise to those 
who know Veeders. 

London, Oct. 10.— Por the next few weeks 
there will be little to report as to the prog- 
ress of the motocycle in England. As a mat- 
ter of fact, a great deal of the space at both 
the Stanley aud the National shows will be 
occupied by motors— mostly the productions 
of firms well known in the cycle making in- 
dustry—and many hints are being dropped 
of the wonders which we are to see, but 
"blessed are they that expect nothing." 

Personally I hardly anticipate anything 
very new, because at the present time we 
are rather in the transition period here, and 
everybody is copying the French ideas. Be- 
yond a few monstrosities in the h. p. line and 
minor details as to the position of the motor, 
etc., I do not expect anything very startling, 
notwithstanding the nods and winks of the 
knowing ones. It is, however, possible that 
a very great number, comparatively speak- 
ing, of the motor tricycles on view will have 
engines of high power, because there is a 
certain class of motorists and would-be mo- 
torists whose sole delight it is to boast about 
the h. p. of their machines. It is, in fact, a 
fashionable craze to possess a motor of high 
power, totally regardless of the fact that the 
owner is never allowed to show off the capa- 
bilities of his mount on account of the speed 
limit; but this, on the other hand, is some- 
times a merciful dispensation, for half the 
buyers would not be able to drive these high 
powered machines with any degree of safety 
to themselves, not to mention the public. 

This being the case, it is almost hopeless 
to look for genuine improvements, and the 
alterations for alteration's sake will most 
probably merely take the form of placing the 
cylinder either horizontally or vertically. At 
the present moment opinions seem to be 
divided on the point as to which type is 
preferable, and I am inclined to think that 
there is very little in it either way. 

What is wanted before the motocycle can 
assume its proper position in public favor 
is a reduction of the noise, which is almost 
always an accompaniment of this class of 
motor. This is almost entirely owing to 
the fact that the gear wheels do not fit really 
well. Moreover, few riders seem to realize 
the importance of keeping the gear wheels 
in close contact. Indeed, I have this week 
seen two samples of machines made by a 
well known cycle making firm in which no 
adjustment for the wheels of the gearing 
was allowed, the motors being absolute fixt- 
ures upon the frames. This means that the 
riders are exposed to a great deal of vibra- 
tion which could be prevented. In this re- 
spect the motor manufacturers might well 
take a leaf out of the book of one or two 
cycle making firms who are about to bring 

out flexible frame cycles and similar mon- 

But the spring framed motocycle is quite 
a different thing, because any slight loss of 
power can easily be made up by a slightly 
larger motor, while the absence of vibration 
would prove a great comfort to the rider. 

The possibilities of spring frames in this 
direction do not yet appear to have been 
fully grasped. Perhaps, however, there are 
one or two surprises in store for us in this 
connection, which will be on view at the 
shows; but so far manufacturers are very 

Why Waltham is Proud. 

Four years ago if anyone had dared pro- 
phesy that forty miles within the hour was 
possible, he would have been viewed as a 
semi-maniac. Gradually, however, the ac- 
complishment has been brought nearer and 
nearer, and on Thursday last, October 25, it 
became a fact. It will surprise noone that 
it was done on an Orient bicycle* 

The Orient people have had "40 miles in 
60 minutes" in their eyes for quite a while. 
For several weeks they have had Will Stin- 
son camping on the Brockton (Mass.) track. 
He banged at it several times and on Thurs- 
day he did it on an Orient Leader.,; He not 
only reeled off the forty miles but 330 yards 
for good measure. It was a marvelous per- 
formance. When it is realized that every 
mile was ridden under 1:30 the wonder of it 
can be better appreciated. 

The conduct of the Orient motor tandem 
which paced him was as splendid as Stim- 
son's performance. It ran the forty miles 
without hitch, skip or falter. 

Can anyone blame the Waltham Mfg. Co. 
for pluming itself? 

Where There Will be Trade. 

Have American makers and exporters 
made preparations to take advantage of the 
opening that is sure to present itself when 
the long drawn out war in South Africa 
comes to an end? There will be business 
done there, and we might as well have our 
share of it. The same opinion is entertained 
by the English trade, as witness this query 
from an English journal: 

"The war is practically over in South Af- 
rica. Have the English cycle makers pre- 
pared themselves for the rush which is in- 
evitably bound to take place there when 
things have settled down, as they will, so 
far as trade is concerned, in the course of a 
few weeks? Or are they going to allow the 
Americans and Germans to dump down 
enough cycles there to flood the market to 
the exclusion of British made articles?" 

Jochum Goes with Funke. 

J. A. Jochum, the well known traveller, 
has engaged with A. H. Funke to represent 
him on the road. He will, ii course, carry 
the Baldwin, Full Moon and Autolite gas 
lamps and the other sundries which are in- 
cluded in Mr* Funke's accounts. 


Machines Made Spokes for American Work= 
men, but Failed With British. 

It was not until the defence began to be 
heard from— after the trial had been In prog- 
ress for seven days— that the Brown-Cape- 
well suit, now being tried at Hartford, 
Conn., with $150,000 damages claimed, 
reached an interesting phase. 

The case of the defendants has now been 
developed sufficiently to show that the claim 
will be made that the spoke-making ma- 
chines shipped to England were practicable 
and that the fault lay with the British work- 
men who attempted to operate them. This 
line of defence was generally expected to be 
advanced, and in its development a visit 
was arranged to be made to the shops of 
the American Specialty Mfg. Co., Hartford, 
Conn., where machines claimed to be iden- 
tical with those sent to England were in 
successful operation. 

Just before the defence started their inn- 
ing a number of British workmen were 
called to the staud. They testified to their 
inability to make spokes with the machines. 
In rebuttal of this the defence introduced 
testimony of other workmen, Americans, 
who had actually made spokes with the ma- 
chines before they were shipped across the 

On Friday George J. Capewell, one of the 
defendants, took the stand and was under 
direct and cross examination from the time 
court convened Saturday morning until the 
time it adjourned in the afternoon. On his 
direct examination he said that the ma- 
chines oA'er which the controversy is raised 
were practical. 

, On the opening of court Monday morning 
the lawyers for the defendants moved that 
the annual statements of the American Spe- 
cialty Manufacturing Company, which had 
been introduced by the plaintiff's lawyers on 
Saturday, be stricken out on the ground that 
the statements were not properly in evi- 
dence. Judge Eggleston argued the motion 
in behalf of the defendants. At the close 
of his argument Judge Townsend decided 
that the statements were not properly in, 
and he told the iury that none of the mat- 
ter contained in the statements should have 
any weight in arriving at a verdict in the 

The testimony introduced in behalf of the 
defendants Monday was of a character to 
show that the machines which were sold 
the plaintiffs for the manufacture of bicycle 
spokes were practical, and that the trouble 
with them at the plaintiff's factory in Eng- 
land was that there was no mechanic there 
of sufficient ability to operate the machines, 
and consequent trouble resulted because of 
improper adjustment of the machines and 
improper material used by the plaintiffs. 

W. G. Allen, one of the defendants, was 
examined during the day. He said that 
mechanically the machines were all right 


and that they were capable of making about 
8,000 spokes a day. The machines which 
were sent to England were tested here, and 
there was no trouble with them. 

Judge Eggleston asked him if he was 
willing that the jury go to the factory of 
the American Specialty Manufacturing Com- 
pany and see similar machines in operation. 
Mr. Allen said he was willing. Judge Eg- 
gleston then made the offer to the plaintiffs' 
laAvyers that the jury go down to the fac- 
tory. Lucius F. Robinson said the machines 
were not the same as the ones in England. 
In reply to a question from Judge Eggles- 
ton, Mr. Allen said they were exactly the 
same kind of machines. Mr. Robinson said 
that the lawyers for the plaintiffs would 
accept the offer, and at 3 o'clock prepara- 
tions Avere made to go. 

Judge Eggleston said he didn't want any 
AA-rangle at the factory. It was agreed that 
the jury would be in charge of the marshal 
and that all questions the jury desired to 
ask should be asked through the Judge, and 
before the party left the courtroom it was 
agreed that No. 2 wire be used in the ma- 
chines. The balance of the afternoon was 
spent at the factory, and the party did not 
return to the courtroom. 


Built for Two ; Carries Four. 

Lud. C. Havener, the well known Worces- 
ter (Mass.) dealer, was in NeAV York last 
week. As one of the pioneers in the cycle 
trade, Havener has his eyes open to the 
possibilities and probabilities of the moto- 
cycle. He was the first in Worcester to 
own and ride a motor tricycle, but he is 
keenly interested in the motor bicycle as 
well, and before reaching New York he had 
visited several cities where motors and mo- 
tor bicycles are a-borning. 

Havener has had the experience of all 

"Three or four times I felt as if I'd like 
to throw the blamed thing in the fields and 
leave it there," he said, "but now I've 
learned the machine and know just how it 
it is built and just how it works, and 
wouldn't part Avith it for a great deal." 

Havener also has the front seat attach- 
ment, which converts the tricycle into a 
quadricycle for two, but he has widened the 
front seat, and now takes out his whole 
family— wife and two children— on the ma- 

Claims They Did Nothing. 

Thomas Van Tuyl, an inventor of an ad- 
justable handle-bar, has just sued Homer J. 
Young and EdAvard P. Hubbell, all of To- 
ledo, Ohio, for $1,000. The plaintiff says 
that in September, 1898, he contracted with 
the defendants to give them the exclusive 
right to manufacture and sell the bar. They 
agreed, the plaintiff says, to sell not less 
than ten thousand in one year. The plaintiff 
claims nothing has been done by the de- 
fendants; so he sues each for $1,000. the 
amount he says he would have got had the 
defendants fulfilled their part of the con- 


Georgia's Comptroller Prepares Another 
Grab Aimed at Bicycle Industry. 

It is highly probable that had it not been 
for the determined resistance made by W. 
D. Alexander, an Atlanta, Ga., dealer, to 
being mulcted to the tune of $100, the Geor- 
gia bicycle tax muddle Avould never have 
been straightened out. As it is, it is in a 
fair way of beiug threshed out thoroughly 
and finally settled. 

Comptroller-General Wright is preparing 
for submission to the Georgia Legislature 
an act providing for the imposition of a tax 
of $100 upon the manufacturer for each 
make of bicycle sold in the State, and one 
of $10— not $100, as has been erroneously 
stated — upon each dealer. The act will be 
so Avorded that it cannot possibly be miscon- 
strued, as was the former one. 

It will be remembered that about a couple 
of years ago the Georgia Legislature passed 
an act taxing bicycle manufacturers $100. 
Owing to the faulty construction of some of 
the paragraphs, however, its meaning be- 
came a matter of dispute. The most am- 
biguous paragraph was this: 

"That every bicycle manufacturer selling 
or dealing in bicycles, by itself or its agents, 
in this State, and all wholesale and retail 
dealers in bicycles selling same manufact- 
ured by companies that have not paid the 
tax required herein, shall pay one hundred 
dollars for the fiscal year, or fractional part 
thereof, to be paid to the Comptroller-Gen- 
eral at the time of commencement of busi- 

Some resistance to the payment of the tax 
was made by the manufacturers, but the 
action taken was not concerted, and it ulti- 
mately fell through. 

Having gained this point the Comptroller- 
General next moved on the dealers, seek- 
ing to secure an additional $100 from them 
for each make of machine handled. He 
caught a Tartar in Alexander, however, as 
although the latter was fined in a municipal 
court and forced to pay the $100. he j ap- 
pealed to the Supreme Court of the State 
and was completely successful. The latter 
decreed that a dealer having paid $100 could 
not be again assessed, no matter how many 
makes of machines he handled. 

This decision, which was rendered last 
spring, left matters in an unsatisfactory 
condition. The Comptroller-General was es- 
pecially dissatisfied. In consequence he has 
prepared for the forthcoming meeting of the 
Legislature the new act summarized above. 

It is already plain that the measure will 
be vigorously fought. A number of Atlanta 
dealers have banded together to oppose 
it, among them being Messrs. Alexander, 
Thornton, Byrd and Randall 

This plan of campaign was decided on 
when the proposed tax on dealers was an- 
nounced to be $100, the same as for the 
manufacturers. Now that it is known to be 
$10 it is by no means certain that they will 
continue their opposition. 

In the mean while the manufacturers' tax 
will probably be pushed through. If this 
should be the outcome the manufacturer will 
have to pay $100 for each make of machine 
sold in the State instead of $100 for all, as 
at present. 





THERE is not a competitor in your community who 'would not be glad of the oppor- 
tunity to tack this up — but only an Orient dealer can do it 

The Mecca of the maker and the ambition of the rider has been reached at 
last. The much coveted record has gone where all good records go — to the Orient 

Stinson on an Orient Leader, paced by an Orient Aster Motor Tandem was the first 
to cross the line, rounding out the full measure of 40 miles and 330 yards in the hour at 
the Shoe City Oval, Brockton, Mass., riding under the direction of N. C. A. officials. 

Thus the coveted prize comes to the Orient together with all the marks up to 40 
miles, except the first mile, which was also made on an Orient by Elkes. 

Whatever the future may bring forth, it is always the Orient that LEADS and this 
remarkable feat was accomplished by the Orient Leader FIRST. Remember that in 
days to come and take advantage of it now. 

Have you ordered the new Tailored Orient — the only winter model furnished by 
any maker ? If not — apologize for lack of enterprise. 



The first to 

cross the 

line in 

an hour 

was the 





Banker Brings Over a 12 h. p. Tricycle and 
is Ready for Either. 

Y\'hen the American Line steamer "New 
York" came to anchor at New York on Sat- 
urday it brought with it a famous racing- 
man and one of the latest creations in the 
motocycle line— a French tricycle that is 
guaranteed to run fifty miles an hour if 
any road can be found that will stand this 
rate of speed. 

George A. Banker— for it was he — is bub- 
bling over with enthusiasm over the out- 
look for the motor vehicle. He is through 
with racing, he says, and ready to settle 
down and attend strictly to business — that 
of Banker Bros., Pittsburg. As their card 
states, this firm carries in stock such motor 
parts as Longuemare carburretors, Frencn 
batteries, Beclus spark plugs, De Dion spark 
plugs, grade indicators, copper gaskets, den- 
simetres, amperemetres, voltmetres, etc., as 
well as ruotocycles and automobiles, and the 
returning pilgrim had sent over goodly 
stocks of these articles. 

At the wharf Banker was met by his 
brother, Arthur L., and the Bicycling World 
representative. After some delay the ordeal 
of the Custom House inspectors was success- 
fully passed, and the tricycle loaded on a 
truck and sent uptown. 

The delay afforded an opportunity to ex- 
amine the colossus — for such it is. Im- 
mense strength and enormous power char- 
acterize it unmistakably. It has a double 
cylinder De Dion air cooled motor which 
develops twelve horse power. The cylinders 
work alternately, each having its separate 
system of electric ignition; the carburettor 
and gasolene tank are of extra size. The 
wheel base is unusually long, the tubing of 
the frame is of large diameter and heavy 
gauge, and the wheels are of heavy gauge 
spokes and fitted with 3% inch Dunlop tires. 
Three band brakes are attached to the ma- 

Being fresh from Paris, Banker is natu- 
rally much impressed with the great vogue 
enjoyed by the motor vehicle in the gay 
city on the Seine. They are, he says, a 
more common sight than carriages, and em- 
brace every known form of vehicle. Moto- 
cycles are increasing rapidly, and are be- 
ginning to run the automobiles hard. At 
present the three and four wheelers are in 
the majority, but bicycles are by no means 

Of the latter patterns, the Werner seems 
to have a long lead. It is made in Paris, 
and, being the first in tne field, it has ob- 
tained a good start and is in a position from 
which it will be hard to dislodge it. 

"The general opinion seems to be that the 
front wheel should carry the weight of the 
motor," said Banker when asked to explain 
this seemingly impregnable position of the 
Werner machine. "They say that it does 

not interfere with the steering to have it 
there— and I know by experience that this 
is true— and that it improves the stability 
of the machine. If the weight is on the 
rear wheel, they claim, the latter is liable 
to skid, especially if the motor should miss 
an explosion. 

"My tricycle is called the 'Perfecta,' " he 
went on, "and it is the fastest machine in 
the world. When 1 have got its manage- 
ment down fine I shall not be afraid to meet 
any one, no matter Avhat kind of machine 
they may have. No, I don't even except the 
Vanderbilt or Bostwick automobiles; my ma- 
chine had performances to its credit in 
France that surpass anything they have 
done; and they were^French born and bred, 
too, and made their best runs in France." 


With Good Weather the Pacific Northwest 
Promises Rich Returns Next Season. 

To Reduce Handlebar Vibration. 

"Wheeling" thus describes a new anti-vi- 
brating handlebar which has made its ap- 
pearance on the "other side." 

On the top of the steering pillar is fitted 
a small casing or box. To a suitable lug 
the handlebar is fitted, and this lug extends 
through the box, which acts as a guide, sup- 
ported by two steel springs, one at top and 
one underneath. Through the box or guide 
the lug extends some two inches, where it 
it fitted to a toggle joint, which runs down 
at an angle, joining the steering pillar two 

"Wheeling" says the device is so neat, 
simple and effective that the wonder is that 
it was not thought of long ago. It is the 
invention of one Sadler, and, while designed 
for cycles of all kinds, it is likely to prove 
particularly useful on motocycles. 

Andrae Almost Ready. 

The Julius Andrae & Sons Co., Milwau- 
kee, expect to have their 1901 models ready 
and their travellers on the road before the 
close of the present week. The Andrae peo- 
ple promise that the wheels will be better 
than ever. 

Despite impressions to the contrary, the 
Andrae company say that their trouble in 
the early summer did not interrupt their 
business for a moment, and with affairs 
adjusted to the satisfaction of all 
creditors they are doing business on a cash 
basis. Since July 1 they say they have 
been discounting all bills and expect to con- 
tinue doing so. 

Duckworth Books a big Order. 

James Duckworth, the Springfield (Mass.) 
chain maker, booked an order last week of 
which he is particularly proud— one for 7,000 
chains, which came to him without solicita- 
tion of any kind from a manufacturer who 
used Duckworth chains for the first time 
last season. As Duckworth's chief claim 
is quality, not quantity or cheapness, he has 
reason for his pride; indeed, if he adopted 
as his slogan, "Duckworth chains are con- 
scientious chains" he would be well within 
bounds, for that is exactly what they are. 

According to Fred T. Merrill, the well 
kuown Portland (Ore.) dealer and jobber, if 
the weather holds true, the Pacific North- 
west should be a fertile field for the cycle 
trade next season. 

Mr. Merrill maintains stores in Portland, 
Seattle, Spokane and Tacoma, and handles 
the Rambler bicycle in the States of Oregon, 
Washington and Idaho, and is consequently 
in position to speak authoritatively. 

He has been in New York for nearly two 
weeks past, and as the result of negotiations 
with the American Bicycle Co. he will con- 
tinue to represent the Rambler exactly as 

He says lhat while his territory ordinarily 
has a rainy spell during the fall, for the last 
two years it has rained spring, summer and 
fall; in all, there have been not more than 
three months of good weather during each 

Merrill is not complaining; he has done a 
splendid business, but with light wheels and 
the ordinarily clear weather common to the 
region he thinks that it will prove a richer 
field than ever; if the weather is" right, busi- 
ness should open strong early in January or 

Pierce's Pan=American Special. 

In honor of the Buffalo Exposition the 
George N. Pierce Co. will term their 1901 
cushion frame chainless— their leader— the 
"Pan-American Special"; the wheel, which 
was one of the pronounced successes of the 
past season, has been further refined, and 
in its 1901 form will also be fitted with a 
hub coaster-brake. 

"This combination," say the Pierce people, 
"is well in advance of everything, and illus- 
trates, perhaps better than anything ever 
produced, the high development of bicycle 

Cushioned and Chainless. 

The National Cycle Mfg. Co. of Bay City, 
Mich., is notifying its agents that next sea- 
son they will place on the market a cushion 
frame chainless National. The National Co. 
is one of the concerns that became converted 
to the cushion frame doctrine, they having 
recently placed a good order with the Hy- 
genic Wheel Co., as noted by the Bicycling 
World a few weeks ago. 

From Cycles to Carriages. 

There is a strong probability that the 
Keating Vi neel and Automobile Company, of 
Middletown, Conn., will be sold in the near 
future. Negotiations are pending with Re- 
ceiver Betts looking to the purchase of the 
plant, which would in such case be used to 
manufacture rubber tired carriages. 






THE DUPLEX, $3.50. 

Marked a revolution in gas lamp construction. The 
right principle applied in the right way. 


M. & W. OIL LAMP, $1.50. 

Too well known to need description. Too well liked 
to need our praise. 

Prices always Maintained; Quality never Cut. 
Why Fool with Just=as=Goods? 


for our illuminated Catalog and new quotations. They will interest you. 





The Surest Guide to Satisfactory Export 
Trade — Some Sample Troubles. 

Much has been written about the misfort- 
unes of American manufacturers who have 
suffered loss by extending credit to irrespon- 
sible foreign merchants, but, says American 
Trade, little is heard of the other side of the 
story; that is, the losses which foreign mer- 
chants suffer not only through the mistakes 
of American manufacturers, but also by the 
deliberate disregard of explicit instructions 
which accompany the orders. 

A merchant in Persia writes to the Na- 
tional Association of Manufacturers com- 
, plaining of his unfortunate experiences with 
two manufacturers from whom he purchased 
goods, and to whom he remitted in full in ad- 
vance of shipments. In one instance the 
purchases amounted to about $250, and the 
orders (duplicates of which are submitted for 
inspection) explicitly specify that the goods 
must be packed in tin-lined cases. Instead 
of following these instructions the goods 
were packed in frail boxes lined with water- 
proof paper, the manufacturers stating, when 
asked for an explanation, that they never 
line any of their packages with tin. 

As a result of this failure to follow in- 
structions, and the use of flimsy packing 
cases, the goods arrived at their destination 
thirteen months after shipment in a ruined 
condition. There was hardly anything of 
salable value left in the cases, and all that 
the merchant had to show for the money 
he had remitted more than a year before 
was an interesting collection of fragments. 
There were sufficient fragments, however, 
to show that the manufacturers had taken 
further liberties with his orders, and had 
substituted other goods in place of some 
which he had specified. 

From another manufacturer in the United 
States the same merchant purchased some 
cheap machines, which possibly he ought to 
have known would hardly pass for what 
they pretended to be, but the representa- 
tions of the manufacturer were such that he 
confidingly ordered over $800 of these goods. 
It was thirteen months before these ma- 
chines reached Persia, and upon their re- 
ceipt the merchant found that he was again 
a victim of misrepresentation, and had in 
reality purchased something that was little 
more than a cheap toy, when he thought he 
was buying a practical working machine. On 
this transaction the merchant's losses, as he 
figures them, amounted to nearly $900, so 
that on these two purchases of American 
goods the buyer finds himself out of pocket 
to the extent of about. $1,100. But he has 
gained much in experience. 

It might reasonably be expected that such 
an experience as 1his would hardly encour- 
age a merchant to place further orders In 

the United States, but, fortunately for the 
reputation of American manufacturers, sev- 
eral other lots of goods which were ordered 
from this country arrived in good condition, 
were found to be exactly as represented and 
gave entire satisfaction. It is not surpris- 
ing, however, that now, in placing another 
order for some American machinery, this 
same merchant writes to the National Asso- 
ciation of Manufacturers and asks to be 
assured that the manufacturers from whom 
he proposes to order are reputable people 
and will send him what he specifies. 

There is very much more of this sort of 
thing than is generally known to the public, 
or even to those manufacturers who make 
mistakes or take liberties with their foreign 
orders. In many cases when the foreign 
merchant finds that his instructions have not 
been followed, or that he has been imposed 
upon, he simply maintains silence and sends 
his future orders to Europe. Many a manu- 
facturer in the United States, if he could 
ascertain the facts, would find that his fail- 
ure to receive repeated orders from foreign 
customers has been due to his own careless- 
ness or his departure from the requirements 
expressed by his foreign customers. 

"Follow Instructions" would be a very ap- 
propriate motto for every office where a 
foreign order is received, for the shop where 
the goods are made and for the shipping 
room where they are packed and dispatched. 
The foreign buyer who stipulates with care- 
ful detail just what goods he wants, how 
they are to be packed, marked and shipped, 
has a reason for every stipulation he makes, 
and no manufacturer or merchant with 
whom such an order is placed has any right 
to modify the order or the instructions. The 
importance of this rule cannot be impressed 
too strongly upon American manufacturers, 
for too often they take unwarranted liberties 
with orders which come from abroad, and 
forever destroy the possibilities of future 

Closed a Big Contract. 

The National Cement and Rubber Co., of 
Toledo, have closed a contract with the A. 
F. Shapleigh Hardware Company, of St. 
Louis, for their entire line of cements, ovens, 
braziers, vulcanizers, etc. — an order which 
the National people say is the largest ever 
placed for goods of that nature. 


Another Urging that American Makers Pro- 
tect Their Trade Names in Germany. 

Hawkins Still at It. 

G. H. B. Hawkins, who did such clever 
advertising work for E. C. Stearns & Co. 
when the "Yellow Fellow" was in its prime, 
is now in business on his own account at 
1,123 Broadway, New York. He is design- 
ing and "compounding" the Fisk tire ads., 
among others. 

Will be a Beauty. 

The Matthews & Willard Mfg. Co., of 
Waterbury, Conn., will have something un- 
usual in the way of lamp catalogues for 
1901. It is well under way and will surely 
create talk when it makes its appearance. 

It appeal's necessary to recall the atten- 
tion of American exporters to a very pecul- 
iar provision of the German law for the 
registration of trade marks which is not in- 
frequently used to the great and unjust ad- 
vantage of Americans and other foreigners, 
writes Consul-General Mason from Berlin. 

Under the German statute any person may 
register and secure right to any name or 
other device used as a trade mark which 
has not previously been registered here by 
some other firm or person. In other words, 
the officials before whom the application is 
brought make no inquiry to ascertain 
whether the applicant has ever used the pro- 
posed trade mark or has any right to it, but 
simply look over the record to ascertain 
whether it has been registered in Germany. 
If not, it is admitted to registration without 
further inquiry or delay. 

The readiness with which such a practice 
can be abused is apparent. When, several 
years ago, American bicycles began to be 
imported into Germany, certain persons in- 
terested in blocking the trade got the trade 
marks of two or three makers registered in 
their own names, and either obliged the 
legitimate American owners of the trade 
marks to buy them off— in other words, to 
pay a species of blackmail — or to change the 
marks on all bicycles exported to Germany. 

In a recent case the trade mark on a spe- 
cial brand of American preserved fruit was 
registered here by an outsider, so that the 
real owner had to buy from the usurper the 
right to use his own trade mark in this coun- 

This abuse has become so notorious that 
a leading patent attorney of Berlin, writing 
in a recent number of the Technische Rund- 
schau, says of the law that its effect is to 
legalize and facilitate the theft of a trade 

The obvious suggestion to all American 
exporters is that before exporting or seeking 
to export to Germany any kind of merchan- 
dise covered by a well known name, whether 
registered in the United States as a trade 
mark or not, they should have such name or 
trade mark duly registered in this country, 
where all such rights are carefully pro- 
tected and prosecutions for infringements 
easy and effective. 

From the Kaiser's Bailiwick. 

A foreign tradesman of note who is travel- 
ling in this country, combining business 
with pleasure, is Maurice Talbot. In con- 
nection with his brother he conducts a large 
cycle establishment in Berlin. 

Confident of the Future. 

Theodore Jonas, Eleventh and National 
avenues, Milwaukee, Wis., is erecting an 
pleted the force will be increased to fifty 




en qro's 


,-W Export 

only Wholesale. f 

gfawte/^s August 28th 1900.^? 

The G&J Tire Co. 

indl anapo 1 i s , Ind . . 
Dear Sirs:- 

Let me take the liberty to tell you what 1 think 
about your "G&J" tires: 

Ten years ago as retaildealer and now the largest importer of 
American Bicycles in Holland, 1 have used all kinds of tires on the 
market, but 1 am thoroughly convinced, that the "G&J" tire is by far 
the most comfortable one and for easy repair it has no equal. 

At first by introducing the "G&J" it has cost me hard work- time 
and money, but having the fullest confidence in the superior quality 
and your straight forwarding business policy , 1 have pushed the "G&J* 
with courage and pleasure as hard as human beings can do, so 1 have at 
present more than 260 Bicycle Agents who give the preference to the 
"G&J" above others; they recommend them strongly. 

1 feel sure that there is no question of its superiority over other 
tires, and it is a very nice durable tire. On first class wheels 1 do 
not want a other one and for 1901 1 expect to use the "G&J" on a thou- 
sand or 1600 high grade wheels exclusively,- you will hear from me Just 
as soon 1 have arranged for the right wheel, at the right price, from 
the right makers. 

1 am 

Yours truly 





Little Incidents that Show Two Differing 
Types of Cycle Dealer. 

"There are nearly always two ways of 
doing a thing, and it is not very far from 
the truth to add that they correspond pretty 
closely to the right way and the wrong 
way," remarked an old rider to the BI- 
CYCLING WORLD man a few days ago. 

"The point I make is illustrated by a 
couple of experiences I had during the pres- 
ent season. Some months ago I desired to 
take a ride with a machine that had not 
been used for a little while, and the tires of 
which, consequently, were soft. There was 
a cycle store around the corner, and, having 
no pump except a small one operated by 
hand, I concluded to walk around there and 
avail myself of the services of the proprietor 
or his assistant. 

"Arriving there I found the former stand- 
ing in the doorway talking to> a couple of 
riders. He paid no attention to me until I, 
after some little delay, asked him if I could 
get some air. He seemed a trifle put out at 
having his idle conversation interrupted, 
and carelessly waved his hand toward a 
large pump affixed to a stand, as much as to 
say, 'There you are, help yourself.' As this 
appeared to be the only way of getting what 
I wanted I set to work. 

"The pump being fixed to the stand, it was 
necessary to bring my machine to it and 
hold it while I took off the valve caps and 
screwed the nipple to the valves; while 
pumping I was able to lean it against the 

"The pump was not in the best possible 
condition, and it took some little time to fill 
both tires. It was rather a warm day, and 
when the task was performed I was pretty 
warm, as well as dirty from having handled 
the wheels, the valve caps, rubber connec- 
tions, etc. Mentally I was anathemizing 
tires that had to be pumped, as well as 
dealers who paid such scant attention to 
their customers. 

"The work done, 1 ventured to interrupt 
the owner of the pump once more, asking 
him how much I owed him. To my aston- 
ishment he replied that there was nothing 
due; that he only charged when he did the 
pumping, as the pump itself was free. Well, 
I was pretty mad at this. I would much 
rather, have given the man five or ten cents 
to have him do the work, but he had given 
me no choice in the matter. 

"My reflections as I rode away did not 
shower any credit on this dealer or others of 
his class. Here, I thought, were men com- 
plaining that they could not earn their bread 
and butter, yet they actually threw it away 
and added insult to injury by compelling 
customers to do work they would gladly 
pay for. 

"Well, last week I had another and very 
different experience. I got ready for a ride 

and found that my rear tire was just a trifle 
softer than it ought to be. Passing a bi- 
cycle store, I dismounted and went inside. 
There was a big pump near the door, with 
the dealer not far from it. To him I put 
the same question, mildly wondering 
whether I should get the same reply. 

"But this was a tradesman of a different 
stamp. With a pleasant, 'Certainly,' he 
stepped to the pump, took my machine and 
began to unscrew the valve cap. The con- 
nection was attached to the valve, and with 
three or four strokes of the pump the job 
was done. 

"In the brief interval of waiting my eyes 
fell on a lettered card, which read: "Tires 
pumped, five cents. No free use of tools.' 

"Noting this, my query 'How much?' was 
entirely perfunctory, and I had my nickel 

Morgan *WrightTires 
are good tires 




Morgan & Wright 


Discovers an American Coaster=Brake of 
Marvelous Adaptability ! 

NEW YORK BRANCH: 214-216 WEST 47th ST. 


Near Fort Hill Square. 

ready by the time he replied. Giving it to 
him and receiving my machine, I took my de- 
parture, busy with my reflections— this time 
pleasant ones. 

"Here was a man who had an eye to both 
his customers' interests and his own. He 
wasn't in business for his health, and 
knew that money had to come fro)m some- 
where to pay his rent and other store ex- 
penses, as well as his own living expenses. 
Why should he be expected to give the use 
of his tools free, merely out of good fellow- 
ship? And why should he assume that every 
rider who came into his place would rather 
pump his own tire than pay a nickel for 
having it done? 

"He answered both these questions in the 
same way, and I have no doubt that he is 
a great deal better off than had he taken 
the other course. I know, at any rate, that 
I shall give him whatever patronage I may 
have to bestow." 

"Motocycles and How to Manage Them." 
The name explains the nature of the book. 
Price 75 cents. For sale by The Goodman 
Company. • • • 

This is truly an age of surprises. No 
sooner does the world become accustomed 
to one wonderful invention than another 
comes to take its place and be the recipient 
of the encomiums held to be its due. 

Some months ago the BICYCLING 
WORLD recorded the discovery of a method 
of graduating the gearing of machinery to 
the work being done. By a process not too 
clearly or definitely explained the speed of 
the lathes, etc., was varied to suit the size 
of the cut being taken, this being accom- 
plished automatically. The inventor had not 
perfected his invention at the time, but 
promised further particulars, which have not 
yet been given forth. 

This valuable invention, however, had re- 
lation to machinery exclusively. But either 
the same inventor or one equally ingenious 
—although it seems hardly probable that 
there are two of them— has now gone further 
and applied the process to the driving of bi- 
cycles. The supposition that the inventor is 
the one first referred to is strengthened by 
the statement made that he is an American. 

The story is put forth by that staid, prosaic 
and matter of fact journal, the 'Cyclist,' and 
the facts are vouched for in a manner that 
is not quite as positive as it might be. That 
it should be intended as a joke is quite out 
of the question, for who ever heard of the 
'Cyclist' cracking a joke? However, here is 
the plain, unvarnished tale, and its proba- 
bility is thus easy to judge: 

"Now that interest is being taken in the 
question of variable speed gears, it may be 
interesting to record the fact that we have 
just come across a gear which presents many 
points of novelty. 

"It is contained within the crank bracket, 
so that a free wheel can be used in the ordi- 
nary way, and in its action it is entirely 
novel, for not only does it give two speeds, 
but it gives infinite variation between the 
two extremes, and, what is more, gives this 
variation automatically, the gear varying 
according to the resistance in relation to the 
power applied. 

"Thus, within certain limits, the action 
appears to be this: The harder the rider 
pedals on a level or declining road, the high- 
er his gear becomes. As the road rises, or 
the road resistance increases, keeping the 
same pedalling force, his gear automatically 
decreases. On a hill, the steeper the gradi- 
ent the lower becomes the gear. If the rider 
then increases his pedalling force the gear 
rises until the hill gets so much steeper as 
to counterbalance the extra force applied, 
when it again decreases, and, supposing the 
rider to be exerting his maximum force and 
the gradient continuing to increase, the gear 
becomes automatically reduced until its 
minimum point is reached. 

"The gear is neither heavy nor complicated, 
and there are no internal running wheels, 
so there should be but little frictional loss. 
We hope to give fuller particulars shortly. 
In the mean time we are further investigat- 
ing it, as we have not yet seen an actual 
model, and, of course, have not yet put it 
to a practical test. 

"Still, it is interesting, and the idea pre- 
sents considerable possibilities. We may add 
that it is an American invention." 



Ring out the old ; ring in the new ; 
Ring out the false ; ring in the true. 

We've done it. 

The old are out, the new 
are in, 

and they, like all 


are true. 
Here are a few of them. 



Bevin Bros. Mfg. Co., 

East Hampton, Conn. 

Also Makers of Trouser-guards, Toe-clips, Lamp- 
brackets, etc. 

September was uot a particularly healthy 
mouth iu the matter of cycle exports. Small 
shipments were the rule, those to Europe 
and the United Kingdom being close to low 
water mark. The increases, as has been the 
case during recent months, were all in the 
Far East — Japan, cae Philippines and Africa, 

Only Japan and Philippines Show Gains. 

the latter increase being in the nature of 
au uuexpected spurt. 

For the nine months ending with Septem- 
ber the shrinkage in most instances roughly 
approaches 50 per cent. Japan and the Philip- 
pines are the only countries to show gains. 

The figures in detail are as follows: 

— September— - 
1899. I 1900. 

-Nine months ending September- 
1898. I 1899. 1 1900. 

Values. I Values. 

United Kingdom 



Other Europe 

British North America 

Central American States and 

British Honduras 


Santo Domingo 


Porto Bico 

Other West Indies and Bermuda 




Other South America 


British East Indies 



British Australasia 


Philippine Islands 

Other Asia and Oceania 


Other countries 




































Values. | 


















































. 274 




















Wyoma's Talking Points. 

There is not the slightest doubt that 
coaster-brakes are going to cut a very wide 
swath next year. Indeed, the prediction is 
freely made that by the time the season is 
in full swing this method of construction 
will have become standard. 

Among the devices of this kind that have 
made a good name for themselves during the 
past year is the Wyoma, made by the Wy- 
oma Coaster-Brake Co., Reading, Pa. It is 
supplied either in its detachable form, ready 
to be applied to any make of hub, or in com- 
bination with the Wyoma hub. The conven- 
ience of this will be readily seen. 

In the coaster-brake no balls are used; in- 
stead, tool steel rollers are fitted, thus in- 
suring reliability and durability. The brake 
is a very powerful one, consisting of a cone- 
shaped fibre washer which fits into a metal 
cup of the same shape. 

The total weight of the device is nine 
ounces, and it is priced at a figure that will 
prove to be an eye-opener. 

Shapleigh Takes Neustadt. 

The business of the Shapleigh Hardware 
Co., of St. Louis, Mo., will be further ex- 
tended, now that the business of the J. H. 
Neustadt Cycle Supply Co., of the same city, 
has been absorbed. The entire stock and 
good will of the latter concern were pur- 

Some Novelties Recommended. 

Such a stimulant as novelty of design 
would prove to be is frequently urged as 
the best way of extricating the trade from 
the rut into which it seems to have fallen. 

Some forms these novelties might take 
are pointed out by an observer, who says 
that the greatest hope for next year's trade 
is placed on a spring frame device, which 
will increase the comfort of the rider with- 
out making the cycle heavy or difficult to 
drive, or unsightly— faults which have been 
proved against the existing anti-vibrating 
designs. It must not be too costly, yet ex- 
pensive enough to make people think there 
is something in it. 

Also, it must be appreciatively different 
from standard patterns, so that even the 
gamins can distinguish it. Half the satisfac- 
tion of riding a new machine lies in the pub- 
lic notice it attracts. Two-speed gears offer 
another opportunity to the cycle maker of 
evolving a boom which would be really use- 

A fool proof cycle with a low gear for 
hill work and a high gear on the level, with 
a free wheel, simple yet powerful brakes, 
comfortable spring frame and a few odd im- 
provements in minor details, would, if light, 
speedy and neat looking, help on the trade 
immensely next year. 




Fake Firms Bolstered, Inquires Induced 
and Fake Correspondence Created. 

When a galoot howls he attracts a certain 
amount of curiosity; when he wails he at- 
tracts a little more; when he raves he be- 
comes a spectacle, and a sorry one. 

The "Cycling Galoot," that is to say, the 
"Cycling Gazette," has successively howled, 
wailed and raved. First it howled at the 
Bicycling World; the Bicycling World gave 
it a prod in the short ribs in return ; then the 
"Galoot" wailed; last week it raved, the 
raviug gradually tapering down to a whine 
for sympatny. 

Its raving was typical of itself; it was 
maudlin, incoherent and disconnected. 
Placed on the defensive, the Gazette floun- 
ders in pitiful fashion. It makes a weak 
attempt at replying, but devotes itself chief- 
ly to matters foreign to the subject. It 
gibbers something about the Bicycling 
World's attitude toward the American Bi- 
cycle Co.— an attitude for which no apology 
is necessary. While endeavoring to main- 
tain their own prices, the A. B. C. struggled 
to break the Bicycling World's rates, and 
certain of its employes endeavored to injure 
the paper. The Bicycling World resented 
it— a perfectly natural proceeding. 

The effort to break the Cycling Gazette's 
rates was made at the same time. It 
promptly wailed; it telegraphed the Bicy- 
cling World suggesting a combination to se- 
cure rates. The Bicycling World wired back 
that it was not in the habit of cutting rates 
and knew how to conduct its own busi- 
ness. This message was sent collect, and 
the Gazette wailed again. 

The Gazette then accepted the A. B. C. 
business. The Bicycling World stood fast, 
and is able to say that it cut no rate, gave 
no commission or rebate, "threw in" no 
gratuitous pages or did anything else that 
did not appear on the face of a contract. 

In maudlin fashion the Gazette tries to 
connect the Bicycling World's removal from 
Boston to New York with a desire to curry 
favor with greatness, the "greatness" being 
the A. B. C. If this is not true, asks the 
Galoot, why did the Bicycling World take 
quarters almost next door to the American 
Bicycle Co.? Was ever there such childish 
prattle or infantile reasoning? The Bicy- 
cling World is in "Newspaper Row," where 
75 ner cent of the metropolitan prints are 
published. Perhaps the Galoot will say that 
they are all located here to curry favor with 
the A. B. C! 

The Bicycling World's removal to New 
York was a sore blow to the Cycling Ga- 
zette. It was also figuring on moving here, 
but the cost of doing business in New York 
was too much for it, according to the chief 
Galoot's own admission. Now he says his 
home place is the heart of the cycle trade, 
and of course the cycle trade believes it! 

Having said all this, the Gazette whines 
that not only the Bicycling World but other 
cycle journals are pounding it— that it is 
the victim of a combination or conspiracy. 
This is a plea for sympathy. But the com- 
bination or conspiracy is one of the visions 
of the Galoot. 

Any newspaper man who has a particle 
of pride in his profession must resent the 
methods of the Cycling Gazette. With it, it 
is dollars before decency. Its motto is sub- 
stantially, "Do anything for a dollar." 

The Bicycling World's charge was based 
on this one point. It charged that the Cy- 
cling Gazette's policy was to "print any- 
thing from any one that promises a dollar 
in return"; that it got business by agreeing 
to "print any puff sent to it by an adver- 
tiser without changing a word," thus per- 
mitting the quacks and shysters of the 
trade to bolster their credit and make them- 
selves appear as large and responsible as 
the large and reputable merchant. 

It is this sort of thing that soils the honor- 
able calling of journalism; the public print 
that follows that policy deserves nothing but 

The Galoot admits it, however, on the 
ground that it is not published for the 
"recreation of its editors." 

The Galoot cannot see it, but it is a shame- 
ful admission. 

Two recent instances of what this policy 
on the part of the Cycling Gazette means 
are opportune. 

For weeks, if not months, it carried the 
ad. and printed the puffs of a so-called "man- 
ufacturing company" in Chicago which of- 
fered "pants cuffs" for sale. The same busi- 
ness and puffs were offered the Bicycling 
World. The "manufacturing company" used 
a rubber stamp for a letter head, the paper 
being of the sort commonly used for office 
memoranda. A year's contract was prom- 
ised on receipt of blanks. 

As the Bicycling World does not accept 
advertising from "manufacturing compa- 
nies" using such letter heads, the case was 
investigated and it was found that the ad- 
dress of the "manufacturing company" in 
question was that of a private house. The 
"company" was an individual without rat- 
ing, credit, factory or office. Yet the Ga- 
zette, as stated, carried the business and 
"puffed" the "company" for months, merely 
on the prospect of getting a few dollars, 
which there is reason to believe it never 

The case of the ephemeral "pants cuff 
manufacturing company," which so readily 
obtained puffs and half-page ads., was not 
an isolated one, for until last week, and 
after the Bicycling World had charged the 
Gazette with puffing and advertising trade 
quacks, that paper had carried for five or six 
months in half-pages and other spaces, a 
supposed Chicago firm which posed as man- 
ufacturers of dress guards and lubricants. 
A firm name was used and an address on 
the outskirts of Chicago given. The address 
in question is that of a private house. " In- 

quiry developed that the "firm" consisted of 
an ambitious individual who, according to 
the lady who answered the door, "worked 
downtown during the day and made a few 
things in the cellar at night." 

This is the "firm" to which the Cycling 
Gazette has given six months' advertising, 
and which, like the "pants cuff manufactur- 
ing company," was privileged to boost its 
credit and indorse itself and its goods and 
have its indorsement printed in the Cycling 
Gazette, whose favorite claim for patronage 
is that it "never changes a word, like the 
other papers do." 

How many others of like nature there are 
is a matter for conjecture, but these cases 
have been investigated and "names can be 
given whenever occasion requires. 

In its continual horn tooting the Gazette 
lays great stress on its virtues as a trade 
helper and trade "soft-soaper" generally. 
Appreciating that it is indifferently read, it 
reprints on separate slips of paper some of 
its choicest sayings and mails them to ad- 
vertisers, asking that they be read. But 
the Gazette advertising columns reflect its 
real self. While the Bicycling World and 
other papers really anxious to serve the 
trade have refused such advertising, the 
Cycling Gazette is almost the "price cutters' 
own." The Indiana concern that makes a 
specialty of buying old stocks, from bicycles 
to nuts and bolts, and working them off as 
up-to-date goods and at cut-throat prices, 
although refused by other papers, has no 
trouble in advertising itself largely in the 
Cycling Gazette; the same is true of the Chi- 
cago price-cutting house that used the Ga- 
zette to advertise bicycles at a riduculous 
price and to acclaim itself "a paralizer of 
prices." Other instances of the sort are 

The Cycling Gazette is one of those papers 
which have had recourse to "stickers" or 
"pasters" to delude advertisers into the be- 
lief that the paper, of itself was bringing 
answers to advertisements. These "pasters" 
say "I saw your ad. in the Cycling Gazette," 
and if the trade will only appreciate the fact, 
they can be used only when "planted;" that 
is to say, batches of them are sent to or 
left with friendly dealers with the request 
that ads. be answered and the "pasters" 
used on the answers. They are what are 
known in newspaperdom as "inspired re- 
plies," and no more stand to the credit of 
the paper credited than if the paper itself 
had written the letters. No decent paper 
stoops to such methods. 

The Cycling Gazette prattles about the 
"special correspondence" with which it 
teems. But this feature, like so many 
others, is an empty sham and pretentious 
fraud. Fully two-thirds of the Gazette's so- 
called "special correspondence" is matter 
stolen bodily from the daily press, and in 
the Gazette office the name of a city and a 
date are supplied and the words "Special 
Correspondence" interjected. There is sel- 
dom a week that from two to ten articles of 
the sort are not so treated. Matter copied 
from the Bicycing World by outside papers 
has afterwards appeared verbatim in the 
Cycling Gazette as "special correspondence." 
Most newspapers exchange matter, but it is 
only the brazen quacks that "lift" from 
other papers and try to fake readers by 
palming off "lifted" matter as "special cor- 



This is a Standard Set of Leland-Faulconer Bevel-Gear Fittings, Complete. 

you PERFECT GEARS for three vears. NOW WE have SOLVED the PROBLEM : PERFECT GEARS mounted in 
MAKE FITTINGS. We furnish them already to braze to the frame uprights, for either CUSHION or rigid frame " CHAIN- 
LESS BICYCLES." WHEN you build chainless bicycles with LELAND-FAULCONER BEVEL GEARS and FIT- 
TINGS you have the BEST CHAINLESS in the WORLD, and, as this means the BEST PROFITS, can you AFFORD 
NOT to PUSH the CHAINLESS? Correspondence solicited. 



**» »mie ••*" 

The Melvin 
and Brake. 

Thoroughly re- 
liable, having been 
tested for two sea- 

B^* Write for 
catalogue and 

F, M. SMITH & BR0„ - St. Paul, Minn. 

Our fee returned if w« 
fail. Particulars and 
our book " How to Se- 
cure a Patent" sent free. 
Patents secured through 
us are advertised for sals 
at our expense. Send 
™— ;s sketch and description 
[j of your invention and 
;k we will tell you free 
j^ whether or not it is pat- 
i i entable. 


Registered Attorneys, 

906 F Street, Northwest, 


Many have made fortunes from simple inventions- 



This is the only fluid that can be legally used in pneumatic 
tires. Suits now pending 

Buffalo, N. Y. 



Patented October ro, 1899. 


Milwaukee, Wis. 


wheels must have the 
best equipments. 

There is nothing that gives more value for 
the money than the use of the 



The only chain having Frictionless 
Rocker Joints. Insist on having the 
Morse Twin Roller. Fits regular 


Send for Catalogue and 
Trade Price to 

Morse Chain CO., Trumansburgf, N. Y. 



Bicycles, Vehicles and Launches 



<^ ALSO -*> 

Complete Sets of Castings and Working Drawings 

Box 292 LOWELL, MASS. 

Represented by Charles E. Miller, 97 Reade St., N. 
Y., at Space 14, Madison Square Garden, Nov. 3 to 10. 

Sheet Steel Bicycle Parts. 

AH Kinds of Metal 


May Go to Indianapolis. 

Indianapolis (Ind.) capitalists are reported 
to be looking at the plant of the National 
American Cycle Company at Akron, Ohio, 
with a view of purchasing it and removing it 
to the former city, where it would be used 
to manufacture automobiles. 



$ Oilers, Repair Tools, 

J Valves, Name=plates, etc. # 

i Spelter Solder j 

Sheet Brass, 
Brass Wire and Rods. 



Factories: Waterbury, Conn 
Depots: 210 Lake St., Chicago. 

42^ Broome St., New York. 



♦ 42^ Broome St., New York. ♦ 


Have you investigated the 


Hydro=Carbon Motor? 

We build 1% H. P. Motors, air-cooled; 2 H. P. Motors, air- 
cooled; 2 3 /i H. P. Motors, air-cooled; 4 H. P. Motors, water- 

It You are Building Motocycles or Automobiles 

write for prices and particulars of the 
" Fleming " Motor to 

FLEMING MANUFACT'G CO., 93, 95, 97 Elizabeth St,, New York City. 

Or to our agents, E. A. Brecher & Co., 05 Reade St., New 
York; Geo. N. Greiss, 2128 N. Second St., Philadelphia, Pa. ; 
W. P. Weaver, 516 State St., New Haven, Conn. 

You can see us during the Automobile Show in Madison 
Square Garden, New York city, in Space No. 7. 

Guaranteed. Price $2.00. 

S^Jc&M £rid ( geport/ma / ss.^> 



Immediate Delivery. 


Enameling and Nickeling Co. 

and VULCANIZING tor the trade. 

Carriage Tires 

Our Specialty. 





New Haven Dealer Who Will Hereafter Han= 
die no Others— His Reasons. 

There is little doubt that the bicycle bus- 
ness has been painted in blacker colors than 
it deserves. This, notwithstanding the large 
and admitted falling off this season both in 
sales and in the amount of riding done. 

That the latter has not been anywhere 
near as great appears on the surface is, in 
all probability, true. The natural tenuency 
is to exaggerate anything of the kind, and it 
has been indulged in in this case. This view 
is taken by the New Haven (Conn.) Leader, 
which quotes a local dealer as saying: 

"There have been plenty of wheels sold in 
the last five years to last for this season and 
possibly the next. That is to say, there are 
a great many more wheels out now which 
are ridable than there are persons to ride 
them. The day when the man or woman 
will say that they must have a new up-to- 
-date wheel every spring is past. When a 
man buys a wheel now he buys it for the use 
he can get out of it. He uses it as long as 
there is any good in it, and then he will 
think about another one to take its place. 

"Therefore, persons in search of wheels 
can now get second-hand ones with which 
they are perfectly satisfied, while others have 
wheels which they consider plenty good 
enough for the season and perhaps for an- 
other. It takes about three years to put a 
wheel in condition where it is unfit for 
further use. and the result is that we shall 
probably have another poor season. 

"When this big stock of wheels which have 
been marketed begin to wear out then the 
owners will want more and we shall gradu- 
ally get down to a certain demand on which 
Ave shall be able to figure. People who think 
the business has gone to pieces don't want to 
be fooled. There is to be just as much bicycle 

trade as ever, but it will take a little time for 
the business to get adjusted to the condi- 

"I am satisfied that there have been more 
wheels ridden in New Haven within the past 
three weeks than there have been before 
since last spring, or perhaps a year ago. Peo- 
ple would not use wheels in hot weather un- 
less they had become a necessity, and this 
fact was noticeable by the amount of repair 
business. The repair business has been poor 
during the summer, though good in compari- 
son with the sales. It has picked up remark- 
ably within the last few weeks, and that in- 
dicates the amount of the riding. 

"I venture to say that the amount of sales 
of wheels within the last season has been 
about one-half the average trade for the last 
five years. Some dealers may have done two- 
thirds of the business, but I doubt if any of 
them have exceeded this. The repair busi- 
ness, as I say, has been good and this has 
made up in many cases for the poor sales. 

"I have found that the biggest demand was 
for the very cheap wheels or the high grade 
ones. I have done a better business in high 
grade wheels than in any of the others. Peo- 
ple who have bought wheels have wanted 
either a cheap wheel because they could not 
afford a high grade one, or else a high grade 
one because they wanted service. Next sea- 
son I shall carry no medium-priced wheels 
and shall devote all my efforts to getting rid 
of the high grade wheels. I anticipate that 
there will be a good demand for them." 


Why There is No Call for the Convertible 

Coaster = Brake. 

Cole's Expansion. 

In addition to the sale of "3 in 1" and 
bicycle specialties, the G. W. Cole Co. is 
developing the sale of the lubricant and 
polish in the sporting goods, hardware, type- 
writer, grocery, drug and furniture trade, as 
it is adapted to the requirements of these 
trades. To further the good work Charles 
Austin Bates, the well known advertising- 
expert of New York, has been engaged to 
conduct a vigorous advertising campaign. 

At the beginning of the year, when coaster- 
brake devices were less understood than 
now, there was a strong feeling that ma- 
chines should be so constructed that they 
could be changed to a fixed gear when de- 
sired. The idea never got very far in this 
country, nothing practical coming of the talk 
to this effect; but on the other side several 
devices appeared having this so-called de- 

The theory was, of course, that there were 
certain times when a coaster-brake device 
was not wanted. Riding in traffic was one 
of these, it being assumed that the machine 
was harder to control when going slowly. 
Nothing but the power to back pedal would 
make a rider master of his machine under 
such circumstances. 

It is hardly necessary to' say that actual 
use has dissipated such opinions. It is 
doubtful if any rider who has used a coaster- 
brake device for any length of time ever 
wants to change it for a fixed gear, even 
temporarily. There may be times when he 
does not make use of its coasting feature, 
and others, even more rare, when the brak- 
iug feature is held to be unnecessary; but 
on neither occasion does he desire to be re- 
lieved of the device itself. 

The truth of the matter is that to the ac- 
customed user of the coaster-brake its pres- 
ence is rarely, if ever, undesirable; certainly 
not to the extent of wishing it transformed 
to a fixed sear. 

"Buying in the cheapest and selling in the 
dearest market" is the old definition of busi- 
ness that still applies. 


and return;d to the makers a considerable quantity of material that was not good enough to go into CURTIS PEDALS. It is being used by others. 

Curtis Pedals 

are as good inside and under the nickel plating as they are on the outside. 

That's why they have been a standard of quality for nearly ten years. 

Can you be interested in pedals of the sort? 




The Retail Record. 


Sardinia, Ind.— L. A. Arbuckle, sold out. 

Kingston, Wis.— II. Heft succeeds A. E. 

Orange, N. J.— W. F. Foth succeeds Fotb 

Homer, N. Y.— Radway & Quick succeeds 
F. S. Bilven. 

Hamilton, O— Shafer Hardware Co. suc- 
ceed Cass & Co. 

Hospers, la.— John De Bruin succeeds De 
Bruin & De Jong. 

Stockton, Cal.— Arthur Wright, succeeds 
Crump & Seybold. 

Cortland, N. Y — F. S. Bilven succeeds 
Kennedy Brothers. 

Trafalgar, Ind.— Richardson & Gray suc- 
ceed J. T. Paskins. 

Burlington, Vt — Henry E. Spear will re- 
move to Main street. 

Whiting, Kan. — Bender & Jackman, suc- 
ceed Bender & Woods. 

Waterville, O. — Wilkin, Landon & Patrick, 
succeed Weibling & Patrick. 

Ryan, I. T.— Smith & Mulcock, Jas. K. 
Mulcock has sold his interest. 

Newburgh, N. Y. — Queen City Supply 
Company succeeds H. C. Stirling; change 
of name only. 

Glenwood, Mass.— F. H. Greaney, No. 106 
Washington street, closed for the season. 

Elmira, N. Y — P. A. Renton, 303 East 
Markec street, has sold his repair depart- 
ment to L. Mosher. 

Nashua, N. H.— Lintott & Bushwell have 
removed from Railroad Square to basement 
of the First Baptist Church. 

Los Angeles, Cal.— L. B. Winston, 534 S. 
Broadway, sold out to Haupt & Svade, who 
will continue at that address. 

Los Angeles, Cal.— Haupt, Svade & Co., 
604 S. Broadway, sold out to W. H. White- 
sell, who will continue business as the Co- 
lumbia Cyclery. 

Jonestown, Miss. — Jonestown Hardware 
Co., H. C. McAlister, proprietor, succeeds 
Jonestown Hardware Co. 


Lowell, Mass.— L. W. McKay. 

Aurora, 111.— A. A. King, loss $500. 

Harrisburg, Pa.— Keller & Mumma. 

Denver, Col.— Moore & Pinns, loss $100. 

Pittsburg, Pa— Joseph Haltz, 554 Fifth 
avenue; loss about $200. 

San Jose, Cal.— Charles Stevers, 72 South 
Second street; loss about $1,000; fully in- 


Dunkirk, Ind— C. Craft. 

Recent Incorporations. 

Charlestown, W. Va.— The Columbian Car- 
bide Co., to manufacture calcium carbide 
and calcium carbide furnaces, with $5,000,- 
000 capital. Incorporators, James E. Camp- 
bell of Hamilton, O.; A. O. Campbell of 
Columbus, O.; D. Murphy of Jersey City, N. 
J.; G. C. Adams and F. J. Patten of New 
York City. 

Bridgeport, Conn.— The Bridgeport Ma- 
chine & Motor Co., with $25,000 capital 
stock. Incorporators, A. B. Barkman, E. T. 
Brantigram, H. H. Brantigram and B. C. 

Chicago, 111.— The Manson Cycle & Auto- 
mobile Co., with $2,500 capital, to manu- 
facture bicycles, automobiles and other ve- 

Jersey City, N. J.— Diadum Mfg. Co., with 
$100,000 capital, to deal in polishing com- 
pounds. Incorporators, P. Whitney, R. 
Dougherty and G. Willis. 

Hope Sustains Him. 

A hard man to suit is the livery stable 
keeper, who now has a new grievance. He 
has just about ceased talking of the injury 
done his business by the bicycle, and it was 
thought that he would sit down and enjoy 
his reneAved prosperity in silence for a while. 
But no, be sees more trouble ahead; first, the 
trolley car— which, curiously enough, is as- 
signed as one of the causes of the bicycle's 
decline — and then the automobile. Listen 
to his plaint: 

"The 'fad' is rapidly losing its grip, only, 
however, to be succeeded by the trolley car. 
But we all think and hope that this cheap 
long riding 'craze' will soon end. The auto- 
mobile may follow, but sooner or later the 
horse will be in favor again for pleasure 
riding. After all, there is nothing better 
than a spirited, intelligent horse for genuine 
enjoyment on the road. And the livery man 
will in time surely regain his former popular 

Must Pay License Fee. 

At Washington, D. C, the penny-in-the- 
slot pumps for inflating bicycle tires are 
assessed a license fee of twenty cents each. 

New Game in Price Cutting. 

According to a story that is going the 
rounds, a new advertising "dodge" was re- 
cently employed by a firm in a Southern 
city. The junior partner of the firm swore 
out a warrant for the arrest of the senior 
partner on the ground that he was selling 
goods below cost, and that the firm was con- 
stantly losing money thereby. The case 
came up in the court, and the counsel for 
the senior partner asked for a postponement 
in order to have more time to prepare his 
case. The judge granted the request, bail 
was fixed and the senior member released. 
As he left the courtroom the junior partner 
arose and exclaimed: "If he is released the 
sacrifice will go on!" The news soon spread, 
and the firm did a better business. When 
the case was again called no plaintiff ap- 
peared, and the charge was dismissed. The 
firm had succeeded in their object— adver- 

The Week's Exports. 

Copenhagen and British Australia were 
the only countries taking any considerable 
quantities of cycle stuff during the week 
ending October 30. Excepting these two, the 
other shipments were below the $1,000 valu- 
ation. The exports in detail follow: 

Argentine Republic— 5 cases bicycles, 

Antwerp.— 15 cases bicycle material, $406. 

British Guiana. — 4 cases bicycles, $166; 5 
cases bicycle material, $184. 

Bremen.— 3 cases bicycles, $125; 3 cases 
bicycle material, $182. 

British Australia.— 35 cases bicycles, $978; 
64 cases bicycle material, $2,511. 

Brazil— 10 cases bicycles, $282. 

British East Indies.— 2 cases bicycles, 
$125; 3 cases bicycle material, $55. 

British West Indies. — 55 cases bicycles, 
$1,163; 10 cases bicycle material, $389. 

Chili.— 2 cases bicycles, $82. 

Christiania.— 6 cases bicycle material, $300. 

Copenhagen.— 63 cases bicycle material, 
$2,738; 2 cases bicycles, $37. 

Dutch Guiana.— 2 cases bicycle material, 

Glasgow.^ cases bicycles, $120. 

Hamburg.— 3 cases bicycle material, $82. 

Harve.— 2 cases bicycles, $75; 5 cases bi- 
cycle material, $125. 

Liverpool.— 7 cases bicycles, $247; 4 cases 
bicycle material, $100. 

London.— 52 cases bicycles, $654; 4 cases 
bicycle material, $486. 

Mexico.— 2 cases bicycles, $118. 

Rotterdam.— 6 cases bicycles, $175; 5 cases 
bicycle material, $577. 

Southampton.— 24 cases bicycle material, 

United States of Colombia.— 1 case bicy- 
cles, $35. 

Uruguay.— 2 cases bicycles, $27. 

Venezuela.— 1 case bicycle material, $52. 

Liverpool — 4 cases bicycles, $105. 

Rotterdam— 10 cases bicycle material, 

Southampton— 1 case bicycles, $15; 31 
cases bicycle material, $606. 

Smyrna— 1 case bicycles, $60. 

Salonica— 1 case bicycles, $27. 

United States of Colombia— 1 case bi- 
cycles, $14. 

Going West? 

If you purchase your tickets via the Nickel 
Plate Road, the shortest route between Buf- 
falo and Chicago, you will secure the best 
service at the lowest rates. Three fast 
thru express trains daily, in each direc- 
tion, between Buffalo, Erie, Cleveland, Ft. 
Wayne and Chicago, making close connec- 
tions at the latter city with the fast trains 
of the Western roads. The trains on the 
Nickel Plate Road consist of elegant vesti- 
buled day coaches, sleeping cars of the latest 
models, and Nickel Plate dining cars serv- 
ing famous individual club meals at rates 
from 35 cents to $1. Thru sleeping cars 
are also run from Boston, New York, Al- 
bany, Syracuse, Rochester, Scranton, Bing- 
hamton and Elmira, and many other Eastern 

If your ticket agent cannot give you the 
information desired, address F. J. Moore, 
General Agent, Nickel Plate Road, 291 Main 
St., Buffalo, N. Y. *** 



What's the Time. 

A booklet with this title, just published by 
the Chicago, Milwaukee and St. Paul Rail- 
way, should not only be in the hands of 
every traveller, but sbould have a place on 
the desk of every banker, merchant or other 
business man. 

The four "Time Standards" which govern 
our entire time system, and which are more 
or less familiar to most of the travelling 
public, but by many others little understood, 
are so full* explained and illustrated by a 
series of charts, diagrams and tables that 
any one who chooses can become conversant 
with the subject in question. There are 
also some twenty-four tables by which al- 
most at a glance, the time at any place being 
given, the hour and day can be ascertained 
in all the principal cities of the world. 

A copy of this pamphlet may be had on 
application to Geo. H. Heafford, General 
Passenger Agent, Chicago, inclosing two- 
cent stamp to pay postage. *** 

Japanese Patent Changes. 

According to the annual report of the 
British Controller-General of Patents, a num- 
ber of new acts have been passed in Japan 
to amend the law of patents, designs and 
trade marks. Under these acts the duration 
of a patent is fixed at fifteen years, and of 
the copyright of a design ten years, subject 
to the payment of annual fees. The term 
of protection obtained by registration of a 
trade mark is fixed at twenty years, except 
in the case of trade marks previously regis- 
tered abroad, where the term is the same as 
that for which the original registration is 


Torrington, Conn. 

Spokes and Nipples 

for Bicycles, Motocycles and Automobiles. 

Chicago Office, 

40 Dearborn Street. 



(The Original) 




Over 100,000 Sold 
Last Year. 

Everyone Giving Satisfactory 

Make Your Cycle Saleable and 

Desirable by Fitting it with 

the MORROW. 


1 05- 1 07 Chambers Street. 



150 Nassau St., New York City, U. S. A. 

-~(?I-IEAPES I : ~ 


(effective U any hub 



^-AI>DR' 55 ORf\KE CO. 


EverVBrake Fully Guaranteed 

All American wheelmen who desire to l<eep themselves 
posted upon matters concerning the cycle in Europe, its trade, 
mechanics, and sport, should subscribe to 



The only recognized authority of English trade and manufac" 
ture. Sent post free to any part of America for one year, $3.25- 

American manufacturers having novelties in machines or sun' 
dries to introduce should advertise in 

the: cyclist. 

Terms on application to 


19 Hertford Street, Coventry, England. 

Members of the American Trade visiting England are invited to 
call at THE CYCLIST Office at Coventry, or at 3 St. Bride Street, 
Ludgate Circus, London, E. C. 




self-clos/ne; valve (opea'^c 1 

A few of MANY UNSOLICITED Testimonial Letters. 

' WE VOTE IT A SUCCESS."— Pope Mfg. Co., Hartford, Conn. 

' WE ARE MUCH PLEASED WITH THEM."— Warwiek Cycle Mfg. Co., Springfield, Mass. 


'JUST THE THING I HAVE WANTED FOR YEARS."— F. E. Worth, Indianola, Iowa. 

' THE ONLY OILER THAT DOES NOT LEAK."— W. D. Anderson, Dallas, Texas. 

CUSHHAN & DENISON, Mfrs., 240=2 W. 23d St.. N. Y. 





Produce the finest artificial light in the world 


\ 20th Centurv Revolution in the Artjof Lightinp, 

They darkness into daylight turn, 
And air instead of money burn ^. 

No Smoke, ho Odor. No Noise. Absolutely Safe. 

They are portable.JJ Hang them anywhere.'' 


The BEST and only successful 

Incandescent Vapor Gas Lamps 

made. They sell at sight. Nothing like them. 


Agents wanted everywhere. 

Write for catalogue and prices. 






C.C.G. Co 

CHAS. E. MILLER, 99 Beade Street, 

New York City Representative* 

Special Prices Quoted on Application 
for Front Hubs Only. 

Manufacturers of BICYCLE CONES, CUPS, 
FORGlNGS to order. Write us, wtth samples, for 
quotations. Nickle Plating to order. 

Discounts for Large Trad* and Early Buyers. 

Send for Circular, Samples and Prices. 



The Bicycle Equipment Co., chicago^m.* 

Chicago and Milwaukee Representatives. 


The Lake Shore Route 


Chicago and Milwaukee. 

Frequent fast express trains at"con= 
venient hours. 

All agents sell tickets via^thisJpopu= 
lar route. 



368JWashington St., Boston. 

461 Broadway, New York City. 

193 Clark St., Chicago. 

The Best Advertising for the 
Irish Trade is 


Specimen copy and advertising rateson 
application rates to 

R. J. MECREDY & SON, Ltd.," Proprietors, 

49 fliddle Abbey St., DUBLIN. 

Through Train and Car Service i 
effect April 29, 1900. 



"North Shore" 



IVia Lake Shore. 

Via Mich. Cen. 

Lv. Boston 

10.45 A.M. 

2.00 P.M. 

Due Albany 

4.10 P.M. 

7.35 " 

" Syracuse 

7. 55 " 

11.40 " 

" Rochester 

9.40 " 

1.30 " 

" Buffalo 

11.40 " 

" Toledo 

5.55 A.M. 

" Detroit 

8.15 " 

" Chicago 


4.00 P.M. 

The Finest Pullman Cars will be run on these trains. 
Tickets and accommodations in sleeping cars for sale at City 
Office, 366 Washington Street and at South Station. 

\. S. HANSON, General Passenger Agent. 



rear 48 Stanhope St., Boston. 

[(Opposite former location.) 




(Official L. A. W. Repair Shop.) 

TL^ Zhovnbike 

Boylston St. and Park Square, 

On the border of the most famous RnQTHNI 
Public Garden in America. Li\J*J I \Jiy. 


Via Rockford, Freeport, Dubuque, Independence, 
Waterloo, Webster City, Fort Dodge, Rockwell 
City, Denison and Council Bluffs. 



Buffet- library- smoking cars, sleeping cars, 
tree reclining chair cars, dining cars. 

Tickets of agents of I. C. R. R. and connecting 
'ines. A. H. HANSON. G. P. A., Chicago. 


New and Improved Service. Limited 
Palace Trains between 


And all points in the West, North and 


The most direct route with latest improved service and 
fast trains between BOSTON and MONTREAL and all 
Canadian points. 

For Tickets or further information call upon your 
nearest ticket agent or address, 

General Traffic Manager. 

C. M. BURT, 
General Passenger Agent. 




Endorsed by the L. A. W. Everywhere. |M . II Broadway, New York- 

The Bicycling World 


In which is incorporated " The Wheel and Cycling Trade Review " and the " American Cyclist." 

Volume XLII. 

New York, U. S. A., November 8, 1900. 

No. 6. 


Negotiations Finally Fail and a Host Peculiar 
Situation is Created. 

After days and nights and weeks of argu- 
ment and conference and negotiation, the 
best laid plans of the tire manufacturers to 
reach an agreement relative to unguaran- 
teed tires have gone for naught. The com- 
pact that had been outlined and that awaited 
only the signatures and seals of the parties 
in interest lias been torn up, and the makers 
are going their separate ways without re- 
gard to one another. 

Late last week it came out that the nego- 
tiations had finally fallen through. At that 
time the Diamond Rubber Co. issued an 
open statement announcing the fact. The 
Diamond people expressed themselves in 
this wise: 

"The efforts of the tire manufacturers to 
agree with the licensor upon a modincation 
of the prices which would be equitable to 
all the manufacturers have been unfavor- 

"As a result, there is no other legal or 
honorable course for any tire manufacturer 
to pursue than to respect the mutual agree- 
ment between licensor and licensee. In all 
probability there will be evasions and vio- 
lations, all of which it is possible for the 
jobber to take advantage of, although we 
doubt if the results will be profitable to job- 
bers in the long run. 

"In view of the situation, we have de- 
cided that it is necessary for us to stand 
firm on the minimum of $2.75, and that we 
shall bring our quality of unguaranteed tires 
up to such a point as to make them full 
value for the price paid. The tires will be 
such that they can be safely guaranteed by 

The failure of the negotiations is really in 
the nature of a surprise. After several dis- 
agreements, the tire makers finally reached 
an agreement based on the reduction of the 
minimum price of unguaranteed goods and 
withdrawal of the Hartford Rubber Works 
from that market. The agreement was not 
signed at the time it was reached, as it re- 
quired legal form; when this was arranged 

the meeting for ratification of the compact 
was held, but instead of the expected ratifi- 
cation there was an open rupture. The 
meeting was full of sulphur, but the exact 
cause of the break cannot be learned. The 
Diamond Rubber Co.'s statement makes it 
appear that Colonel Theodore A. Dodge, as 
the head of the company operating the Til- 
linghast patent, refused to sanction the 

However that may be, the Hartford Rubber 
Works is again selling unguaranteed tires, 
and the situation all around is peculiar and 
aggravated. Quotations of less than $2.75 have 
been made, but there are few buyers. The 
larger jobbers do not know if the bottom 
has been reached, and are naturally loath to 
place orders. 

On the other hand, the Tillinghast license 
requires that if any licensee violates the 
price of $2.75 the licensor is bound to pro- 
ceed against him and cancel his license. 
Only this season action of the sort was 
taken against the Goodyear Tire and Rub- 
ber Co.; the Ohio court ruled against the 
Tillinghast interests, thus making the re- 
sult of any future litigation difficult to even 

How it will all end or how the situation 
will be cleared is shrouded in a maze of 

Want Salaries in Full. 

Suit has been brought at Indianapolis, 
Ind., by G. H. Thayer, jr., and George W. 
Marble against the American Bicycle Co., 
the question at issue being the validity of 
the contracts which the latter concern made 
with the heads of the factories it purchased 
at the time of its formation. 

The suits are brought for $25,000 damages 
in each case, and have been transferred from 
the local to the Federal court. The plain- 
tiffs were the principal owners of the capi- 
tal stock of the Indiana Novelty Manufactur- 
ing Company, of Plymouth. On May 18, 
1899, they agreed to sell, and did sell, to the 
American Bicycle Company all of the capital 
stock of their company. It is alleged by the 
complainants that under the contract of sale 
they were to be employed for five years as 
managers of the new concern at a salary 
of $5,000 per year. They further state that 
they entered upon their duties on May 18, 
1899, but were discharged on March 19, 1900. 


Jury in International Case Fails to Agree — 
Further Action Unlikely. 

After being out about twenty-four hours 
the jury in the $175,000 damage suit brought 
by Brown Brothers, of London, against G. 
J. Capwell, et al. was discharged last week 
having been unable to agree on a verdict. 
It is said that the vote stood six to six. 

The result is a virtual victory for the de- 
fendants. The only recourse the plaintiffs 
have is to begin a new suit, and in view of 
.the heavy" costs of the present one, and the 
uncertainly attending a fresh trial it is ex- 
tremely doubtful whether this course will 
be taken. The task of bringing over wit-" 
nesses from the other side is alone almost a 
sufficient reason for leaving the matter 

When the case was taken up last week 
William J. Allen, one of the defendants, was 
placed on the stand to explain the workings 
of the three bicycle spoke machines ex- 
amined by the jury at the factory. 

Stephen W. Goodyear, of Waterbury, tes- 
tified that, in his belief, the bicycle spoke 
machines are practical and work suceess- 
fujy. He contradicted the testimony of the 
plaintiffs' expert, Mr. White, that the com-, 
bination of rolling and swaging is a failure. 
He said that he examined the machine in its 
infancy, saw it operated in 1897, and saw 
machines working October 24. The machine 
was a success in 1897, and it is a success 
now. There is practically no difference be- 
tween the machine of 1897 and that of to- 

At the next session of the court the de- 
fendants called several mechanical experts. 
Among them were Professor Charles K. 
Richards, of the Sheffield Scientific School 
at Yale, of Waterbury; Amos Whitney and 
Charles E. Billings, of Hartford. They tes- 
tified that they had seen the machines for 
making bicycle spokes in operation by the 
American Specialty Manufacturing Com- 
pany, and they pronounced them to be a 
commercial and mechanical success. 

Albert Brown, of the plaintiff firm, the 
only member of Brown Brothers who has 
been in attendance at the trial, was called 
as a witness for the defendants. He testi- 
fied that from the time the machines were 
put in by the firm to the time the factory 
closed, spokes in England had dropped in 
price from 30 shillings per thousand to 16 

In his argument before the jury, defend- 
ant's counsel asserted that the suit would 
not have been brought had it not been for 
this fall in spoke prices, meaning evidently 
that their manufacture thereby ceased to be 
profitable to Brown Brothers. 




Speed Cuts too Great a Figure in Moto= 
cycle Invention— More Comfort Needed. 

Paris, Oct. 26.— Tho way in which the 
motocyele is being ignored by the Automo- 
bile Club and the Moto Club in their very 
Interesting programmes of trials would seem 
to imply that these bodies regard the motor 
machine as having about reached finality. 
Makers continue to build them to standard 
patterns, and so long as buyers purchase 
these machines manufacturers are quite con- 
tent and do not seem disposed to spend 
heavy sums of money on experiments. 


The present types of motocycles are the 
outcome of the experiences of racing cyclists. 
The professional motocyclist doesn't care 
much for comfort, and if he has a good 
saddle lie rarely uses it in racing, but either 
sits back on the petrol tank or else stands 
upon the pedals. All he wants is a powerful 
and reliable motor, which may jerk the ma- 
chine to pieces for all he cares, providing he 
can get through to the finish before the col- 
lapse comes. We have thus a high powered 
motor tricycle which is not altogether com- 
fortable for touring purposes, and is not a 
convenient instrument for driving about iu 
busy towns. Makers have given most at- 
tention to the motor, which is economical 
enough, and is perhaps all that can be de- 
sired, but they appear to have neglected the 
important matter of fixing the motor to the 
machine in such a way as to suppress vibra- 
tion and secure easy running, at the same 
time simplifying the mechanism by doing 
away with the complication of taps. 


The thing that the average cyclist most 
complains of is the vibration, and this sug- 
gests the question whether it is really neces- 
sary to fix the motor on the "bridge," or 
second axle above the driving axle, or on 
the frame and gear it down by spur wheels. 
By such an arrangement all the vibration is 
felt throughout the fraaae, and the only rem- 
edy provided is a large padded saddle, with 
big springs, which only gives imperfect pro- 
tection. So long as makers adhere to the 
present system of making motors a part of 
the frame it is not easy to see how the 
vibration can be overcome. But is it neces- 
sary to give the motor such a rigid bed as 
is afforded by the axle bridge? Of course, 
tins would be the case if the motor were 
geared down by spur wheels, as is the al- 
most general rule, since if the Avheels Avere 
not properly engaged they would lose a great 
deal of their efficiency, and, moreover, would 
be conducive to wear and tear. But there 
is no reason why the spur wheel should 
not be replaced by a belt. If belt transmis- 
sion will do on cars of two or three tons it 
ought to be good enough on tricycles, and, 
in fact, it gives excellent results on the Wer- 
ner bicycle, other tilings being equal, the 

belt is superior to the spur wheel, because 
it is lighter and smoother and silent in run- 
ning, and the slipping difficulty would be 
easily overcome on a machine like a tri- 
cycle. Or, if the belt be not suitable, it 
would be possible to fall back upon the 


My suggestion for a tricycle would be 
something as follows: The motor would be 
carried on a frame attached to the back 
stays and a certain elasticity would be given 
to the frame through the medium of strips 
of steel. This would "give" to the vibration 
of the motor and prevent its being communi- 
cated to the machine. The motor would be 
parallel with the plane formed by the back 
stays, and at an angle to the driving axle, so 
that the motor would move in the direction 
of its axis without affecting the tension of 
the belt or chain. The belt itself would 
probably serve to check any excessive vibra- 
tion of the motor, but if this be not suffi- 
cient the cylinder bottom could carry a short 
plunger engaging iu a tube fixed rigidly on 
the back stays. The top of the tube should 
be closed and the top of the plunger packed, 
so that the tube would act as an air buffer 
for the motor in its upward movements. If 
the buffer could be dispensed with, so much 
the better; but if used the vibration would 
be so' much absorbed by the spring frame 
and compressed air that little of it would 
reach the machine. I do not make this sug- 
gestion with the idea of its being worked 
out successfully in practice, but merely to 
show that there are more ways of fixing a 
motor to the tricycle than the one now in 
use, which gives so much discomfort to the 
rider. Nor do I think that inventors would 
have any great difficulty in devising a sys- 
tem of gear by which the machine can be 
managed with one or two levers at the most, 
the same as is being done in some motor 
cars. Builders of automobiles aim at simpli- 
fying their mechanism so that they can be 
managed in the easiest possible manner, but 
makers of motocycles seem disposed to let 
things remain as they are, under the impres- 
sion, apparently, that if people buy the ma- 
chines they must be satisfied with them. It is 
for this reason that I think a great deal could 
be done if the clubs would organize trials 
and competitions of motocycles, instead of 
confining the whole of their attention to 
motor carriages, and give awards for some- 
thing novel and really effective in the way 
of suppressing vibration and simplifying the 
general arrangement of the machinery. 


Vibration Must be Reduced — What May 
be Done in That Direction. 

Evidence of Earnestness. 

The Hygienic Wheel Co. are deeply in 
earnest in their effort to make their cushion 
frame the mark of the really high grade bi- 
cycle. Within the past three weeks they 
have refused orders amounting to $6,000 
from manufacturers whose goods were not 
of that class. Incidentally, the Hygienic peo- 
ple are circulating some new literature "mak- 
ing points" for cushion frames, which js ps 
attractive ;is il is cAVcf jyc, 

London, Oct. 23.— At present the majority 
of the purchasers of motocycles in this coun- 
try are men who habitually ride long dis- 
tances, and as a consequence there are signs 
that a general feeling of discontent is be- 
ing aroused with regard to the vibration to 
which the present pattern of machine ex- 
poses the rider. Our roads are none too 
good, and in or near large towns are often 
hard and rough, so that even an ordinary 
tricycle produces a good deal of shaking. 


When the machine is propelled at perhaps 
double the average cycle speed this draw- 
back is greatly increased, and there can be 
no doubt that the complaints which are be- 
ing made are well founded. I fully expect 
that the doctors will take up the matter and 
try their little best to put a few unwanted 
spokes in the motor wheel of progress, just 
as they did in the case of the bicycle. But, 
candidly, the motor tricycle as at present 
made does offer them more reasonable 
grounds for attack. 1 think that at the 
shows we shall see some improvements in 
this direction, although these are not so easy 
of accomplishment as many people appear 
to suppose. For instance, the cycle has 
never been a vehicle on which adequate 
springs have been possible, although for the 
most part this was owing to the loss of 
power which such contrivances invariably 
caused. With the motor, and especially with 
the present mania for high powered engines, 
Ave can afford a slight loss, and indeed it 
may come cheaper in the matter of fines. 


But in the case of the motor tricycle I 
fancy that it is of comparatively little use 
adopting a spring front fork only, because a 
great deal, in fact most, of the discomfort 
experienced when the machine is passing 
over a rough road is due to the amount of 
side shaking to which the rider is subjected. 
It would therefore seem that the first im- 
provement in this direction is to devise some 
plan of mounting the main axle upon suit 
able springs, and as the rider only requires 
to use the pedals to a slight extent any 
variation which such a system might en- 
tail in the distance between the crank- 
bracket and the saddle would not mate- 
rially matter. But in this case the machine 
would have to be provided with a proper 
pair of footrests in place of merely the free 
wheel clutch now so popular with the 
makers. It is, hoAvever, already Avorthy of 
note as bearing upon this question that a 
good many of the older motorists habitually 
employ footrests instead of keeping thoip 

feci upon tlie pedals., TUifi piny not do. so. 



well when pure speed Is the object, as the 
centre of gravity is raised, but it is vastly 
more comfortable, which is the great point 
with most people. 


The present enormous vibration to which 
the motocyclist is exposed will, I think, be 
far more easily overcome in the case of a 
quad than is possible where a tricycle is 
concerned. The quad frame lends itself so 
entirely to a double pattern, wherein a sec- 
ondary frame, supporting the saddle and 
footrests, can be hung upon suitable springs, 
and, providing that the handle-bar be hinged 
upon toggle joints after the manner of the 
old "Whippet" safety, a machine of this 
class should be as comfortable as a small 
car. Moreover, if an apron be attached to 
the handle-bar and secured at the bottom to 
the frame of the machine, the rider's legs 
would be protected from the weather, which 
is also a great point and one which is by no 
means so easily attained in the case of a 
tricycle. I anticipate that so soon as manu- 
facturers have taken more largely to the 
production of motocycles in quantities these 
detail improvements will rapidly come to 

The only objection to the employment of 
four wheels for a machine for one rider lies 
in the fact that it is much more costly to 
produce, and that the price of the extra tire 
is, as things in the rubber trade now are, a 
very serious item for the purchaser who is 
not too well off. There is also the fact that 
there is a tendency for the front wheel tires 
of four wheeled cycles to wear out much 
more rapidly than the drivers, which action 
also takes place even when the machine is 
only constructed to carry one rider. The 
same increased wear was noticeable in the 
case of an ordinary pedal-propelled four 
wheeled cycle which was brought out some 
years ago. Probably a good deal of the 
trouble arises from the fact that to obtain a 
truly differential steering gear is a difficult 
matter, and that most of the patterns now 
in use, while fulfilling the requirements in a 
rough manner, are not actuany accurate, so 
that one or other tire is constantly sub- 
jected to a cross and rolling strain to which 
it should not be exposed. Yet we do not 
want to increase the complication of a steer- 
ing gear; the aim should rather be to render 
it less costly and more efficient. 


Its Expected Bottom Bracket Supplemented 
by a Jointed Frame for 1901. 

New Jobbing House Enters. 

The Cleveland (Ohio) Distributing co. has 
been organized in that city, and write that 
they are in the market for both cycle and 
automobile material. They report that they 
are incorporating with a capital of $20,000, 
of which 25 per cent will be paid in. 

Judgment Given and Property Sold. 

The Columbia Manufacturing Company of 
Xiles. O.. was given judgment last week for 
$4,093.25 against the Byrnes Handle Bar 
Company and property in Niles was ordered 

While it was known that the Eagle Bicycle 
Manufacturing Company, of Tofrington, 
Conn., had some sort of a surprise in store 
for 1900, nothing definite concerning it was 
permitted to escape until this week, when 
the surprise was officially made public. It is 

a mechanically jointed frame — a sure 
-enough surprise, for while ideas of the sort 
had seen the light, no house of wealth or 
reputation had before undertaken its ex- 
ploitation or launched it commercially. 

The Eagle people, however, have done this, 
and in no half hearted fashion. The jointed 
frame will be a feature of not only their 
special racing models at $00 and $50, but of 
the Eagle roadsters, at lower prices, as well. 
Eagle prices, by the way, will range from 
$60 to $25. To use the Torringtonians' own 
language, they aim "to offer the most com- 

plete line of bicycles ever made in one fac- 

The accompanying illustrations show the 
new Eagle frame; it is made in two sections, 
the front frame entirely separate from the 
rear frame. At the crank bracket an internal 
sleeve, which contains turned steel bearings, 
holds the frame sections securely in place, 
these sections being fastened by a locking 
ring and, when fastened, have every appear- 
ance of the ordinary frame construction. 

The frame is joined at the seat post cluster 
by a collar having both right and left hand 
threads. Simultaneously with locking the 
frame together, an internal binding plug is 
forced against the seat post, fastening it 
securely— a simple and effective method of 
accomplishing two results with one operation. 

The frame can be taken down and put to- 
gether again in a very short time, and is 
easily repaired in case of accident. The frame 
will be made either with the Eagle quad stay 
rear construction or with single stays, as 
are commonly used. 

Novelty in Gas Lamps. 

Otto Scharlach, of Nuremberg, Germany, 
has invented and is marketing an acetylene 
lamp in which two burners are fitted for 
alternative use. These "revolver" burners, 
as they are called, work on a pivot, and if 
from any cause the one in use fails to work 
it is only necessary to turn the pivot to get 
the other one into action. 

A useful hint is supplied by the inventor 
as regards cleaning burners, and he gives it 
practical value by designing a simple little 
affair in connection. He says it is manifest- 
ly wrong to attempt cleaning a burner by 
blowing through it from the lower side, as 
the orifice is gradually getting smaller as it 
nears the top, and by blowing from the bot- 
tom the dirt is only wedged tighter in the 
passage. This is the usual method, because 
no way has been devised of fitting a pump 
to the top of the burner. The German inven- 
tor has, however, brought out a little rubber 
mantle with a screw opening, to which the 
pump can be attached when the mantle is 
slipped over the burner. 

Sues Bank for Honey Paid. 

When Allan M. Culver was appointed trus- 
tee in bankruptcy of the Silver State Cyclu 
Company, of Denver, Col., on August 2 he 
says he discovered that the estate of the 
company was insufficient to satisfy half of 
the indebtedness. He says that he discov- 
ered that the company owned to the Central 
Savings Bank $6,000 and to others $10,000. 
On July 25, he says, the cycle company 
transferred to the bank a note, book account 
and bills receivable amounting to $3,500. 
This, he says, gives the Central Savings 
Bank a greater percentage of the amount 
due them than any other creditors. He 
brought suit in the District Court last week 
asking that the bank return the $3,500. 

Negotiations are in progress looking to 
the consolidation of the Hopkins-Sears Co. 
and W. S. Riddell, both of Des Moines, la. 




es and aeee^iie^ » 
only WKole^aile; / 

^Zl^ieAa^ August 28th 1900.^? 

The G&J Tire Co. 

Indianapolis, Ind,. 
Dear Sirs:- 

Let me take the liberty to tell you what 1 think 
about your "G&J" tires: 

Ten years ago as retaildealer and now the largest importer of 
American Bicycles in Holland, 1 have used all kinds of tires on the 
market, but 1 am thoroughly convinced, that the "G&J" tire is by far 
the most comfortable one and for easy repair it has no equal. 

At first by introducing the "G&J" it has cost me hard work-time 
and money, but having the fullest confidence in the superior quality 
and your straight forwarding business policy , 1 have pushed the "G&J* 
with courage and pleasure as hard as human beings can do, so 1 have at 
present more than 260 Bioycle Agents who give the preference to the 
"G&J" above others; they recommend them strongly. 

1 feel sure that there is no question Of its superiority over other 
tires, and it is a very nice durable tire. On first class wheels 1 do' 
not want a other one and for 1901 1 expect to use the "G&J" on a thou- 
sand or 1600 high grade wheels exclusively,- you will hear from me Just 
as soon 1 have arranged for the right wheel, at the right price, from 
tho right makers. 

1 am 

Yours truly 







In which is Incorporated 
"The Wheel" and the "American Cyclist." 

Published Every Thursday 



123-125 Tribune Building. 

(154 Nassau Street) 



Subscription, Per Annum [Postage Paid] $2.00 
Single Copies [Postage -Paid] . . - 10 Cents 
Foreign Subscription $3.00 

Invariably in Advance. 

Postage stamps will be accepted in payment for subscripiions, 
but not for advertisements. Checks. Drafts and Money Orders 
ihould be made payable to The Goodman Company. 

Entered as second-class matter at the New York, N. Y., 
Post Office, September, 1900. 

General Agents : The American News Co., New York City 
and its branches. 

{U^~* Change of advertisements is not guaranteed unless copy 
therefor is in hand on SATURDAY preceding the date of 

d^ F= " Members of the trade are invited and are at all times 
welcome to make our office their headquarters while in New 
York ; our facilities and information will be at their command. 

To Facilitate Matters Our Patrons Should 
Address us at P. 0. Box 2349. 

New York, November 8, 1900. 

The Distressed Galoot Turns Tail. 

When a lobster takes affright it scuttles 
to its retreat ungracefully, hut with its busi- 
ness end toward the direction of danger. 
When a rat takes affright it turns tail and 
darts into its hole, in which respect the 
Cycling Gazette resembles the one more than 
the other. 

After attacking the Bicycling World and 
mailing some of these attacks in personal 
communications to the trade, it received a 
broadside in return; it did not wait for a 
second one. It turned tail and plunged into 
its hole. After saying what little it could 
say in infantile fashion, it now announces 
that it will enter into no controversy with 
the Bicycling World or any other paper. 

It is just as well. The methods of the 
Cycling Gazette are as indefensible as they 
are contemptible and grossly un journalistic. 
They will not stand the light of truth and 
publicity. Its scuttling into its hole is tacit 
admission of the fact. 

Light on Motocycle Management. 

To the average man who has never seen 
or handled a motocycle, its control and 
management is "a thing of dread and 

Comparatively few are aware that it is 
controlled literally by "a twist of the wrist." 

When the fact is generally appreciated, a 
deal of unnecessary prejudice and timidity 
quickly come into its own. 

The accompanying illustration will serve to 
show how superbly simple is the control of 
the machine. 

In the left half of the handlebar two 
wires are arranged as shown; the ends of 
these wires abut similar wires fixed in the 
left grip. Everything else being ready, if it 
is desired to start, the grip is turned away 
from the rider; this brings the wires to- 
gether, and completes the electrical circuit 
and applies the power, and the machine 
moves forward. If it is desired to stop, the 
grip is turned toward the rider; the wires are 
thereby instantly disconnected; this breaks 
the circuit, and the power ceases. 

A twist of the wrist does it all, and the 
twist is given as quickly as the eye can 

Once the knack is acquired it becomes 
second nature, and in stopping the machine 
in a moment of danger it is an impulse as 
natural and more effective than backpedal- 
ling. With this short stop controlled by the 
left hand and a powerful brake by the right, 
the motocycle is as safe if not safer than the 
bicycle in general use. 

The speed, too, is as simply regulated. The 
mere pushing of a small lever in one direc- 
tion or the other, permits one to start or to 
travel at a crawl, or at a sprinting pace, or 
at any pace between. 

When these things are more generally un- 
derstood that type of cycle that robs heat, 
hills and headwinds of their terrors and that 
is controlled by a twist of the wrist, will be- 
gin to really bound into the realm of public 

Generally speaking, the motocycle is as yet 
a sealed and unstudied book to the rank and 
file of the trade. To cyclists at large it is 
either a mystery or a curiosity. 

There is need of education all around. 
These remarks on the control of the machine 
will serve as an object lesson in the A B C's 
of motoeycling. 

How Trade Journals Score. 

Some advertisers cheerfully pay $300 or 
$400 per page for space in the expensive 
magazines, because they may bring 300 or 
400 inquiries. 

The same advertisers often quibble over 
$30 or $40 per page in their trade journals, 
which may bring 3 or 4 or 30 or 40 responses. 

Yet one reply from the latter frequently 
means an order for more than all of the 
magazines' 300 or 400 replies combined. 

The magazines sell one article one time to 
one person. 

The trade journal sells many articles many 
times to one person. 

The one deals with the consumer; the other 
with the retailer. 

The consumer buys one article one time; 
the retailer buys dozens and grosses of the 
same article many times. 

Many makers refuse to see it this way, but 
the fact remains and is indisputable. 

Fair Play for the Trade. 

The Bicycling World stands for the bi- 
cycle trade first, last and all the time. 

As it has said before, it believes that the 
motor bicycle and all other forms of moto- 
cycles are but logical developments of the 
corresponding types of manumotive cycles. 

The Bicycling World has said, and reiter- 
ates its belief, that the manufacture and 
sale of motoeycles rightfully and logically 
belong to the bicycle manufacturer and the 
bicycle dealer. 

We have warned the trade of the efforts 
that are making to divert the business to 
the automobile industry, and we repeat the 

We repeat it at this time because we re- 
gret to note that certain publishers of cer- 
tain cycling journals who are issuing auto- 
mobile publications as well are sharing in 
these efforts. The clearly defined claims and 
interests of the cycle trade in the motocycle 
are being sacrificed in favor of the automo- 
bile industry. The first news and the best 
information and argument affecting moto- 
eycles is being given to the automobile jour- 
nals, appearing afterward, if at all, in the 
respective cycling publications of the same 

We do not question their right to do as 
they please in the matter, but we do regret 
the attitude assumed. It suggests strongly 
an attempt to carry water on both shoulders 
at the same time while leaning toward the 
automobile. It suggests as strongly lack of 
faith in the future of the cycle trade and 



lack of constancy to the pillars that have 
long sustained the publications concerned, 

To our mind the future of the motocycle is 
as certain as the sun. The growth may be 

slow and gradual, DU1 it i.s none the less 
certain. As between the automobile and the 
motocycle, everything favors the latter; it 
will outsell the automobile ten to one, if not 
lifty to one. 

The very conditions existing in Prance, as 
described by our Paris correspondent in our 
last issue will ensue here; the motocycle will 
gain the ascendancy and retain it. 

We would have the bicycle manufacturer 
and the bicycle dealer reap the reward when 
it accrues; it is rightfully theirs, and they 
deserve it, and it is the Bicycling World's 
most cherished desire that it be not per- 
mitted to escape them. We are working 
and writing to that end. 

The publishers of the Bicycling World are 
also the publishers of the Motor World. The 
one is devoted to the bicycle, which means 
niotoeycles; the other is devoted to the auto- 
mobile. The two interests are separate and 
distinct. The one is the logical development 
of the bicycle; the other the equally logical 
development of the carriage. 

Cycles and carriages have rarely mixed; 
the industries were never one. With an era 
of reinvigorated profits in sight, there is no 
reason for the existing effort to now mix or 
join them. 

The cycle trade should come into its own. 
We hope it will. If it does not, it will not 
be for lack of persistent endeavor on the 
part of the Bicycling World. 

Small Tires and Vibration. 

Not since the days of the pneumatic tired 
safety has there been so much complaint of 
excessive vibration as is heard at the present 

Coming after the high wheel, where the 
major part of the vibration was absorbed 
before it reached the rider, the safety was 
soon found to be unendurable. Spring 
frames were the only alleviation possible un-